CN110740885A

CN110740885A - Air management system for symmetric dynamic equalization of volume and pressure

Info

Publication number: CN110740885A
Application number: CN201880039004.7A
Authority: CN
Inventors: M·沃恩; J·卡拉维; D·B·刘易斯; G·阿伦茨
Original assignee: Jihang Management Co Ltd
Current assignee: Jihang Management Co Ltd
Priority date: 2017-06-16
Filing date: 2018-06-15
Publication date: 2020-01-31
Anticipated expiration: 2038-06-15
Also published as: ZA201907423B; CL2019003664A1; AU2019210591A1; AU2018217242B2; US11858307B2; JP7009621B2; TWI801389B; US10179496B1; MX2019015275A; IL271405B; EP3630509A1; KR102544735B1; KR102320088B1; KR20200019877A; BR112019026584A2; US10093145B1; JP7320174B2; US11465462B2; PE20200431A1; US20190016189A1

Abstract

an air management system for a vehicle having a pneumatic circuit and a second pneumatic circuit, wherein the pneumatic circuit and the second pneumatic circuit are pneumatically connected via a cross-flow mechanism in a neutral position the pneumatic circuit includes a leveling valve configured to independently adjust a height of a side of the vehicle the second pneumatic circuit includes a second leveling valve configured to independently adjust a height of a second side of the vehicle the leveling valve and the second leveling valve are configured to establish pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the leveling valve does not independently adjust the height of the side of the vehicle and the second leveling valve does not independently adjust the height of the second side of the vehicle.

Description

Air management system for symmetric dynamic equalization of volume and pressure

Cross Reference to Related Applications

The application claims priority under the patent statutes for provisional patent application serial No. 62/520918 filed on day 16, 2017, provisional patent application serial No. 62/573587 filed on day 10, month 17, 2017, and provisional patent application No. 62/626373 filed on day 5, 2018, the disclosures of which are incorporated herein by reference in their entireties.

Technical Field

The present disclosure relates to improvements in air management systems for any type of vehicle, trailer, and trailer, including a load carrying prime mover (load carrying prime mover) and trailer having or more axles supported by air springs.

Background

The term "height control valve" is used as an equivalent to the term "leveling valve" unless otherwise defined, such that the term "height control valve" is used interchangeably with the term "leveling valve".

In response, of the leveling valves on the side of the vehicle that is lowered supplies air to the contracted air springs while another of the leveling valves on the side of the vehicle that is raised removes air from the expanded air springs to maintain the vehicle level.

Although have been designed to respond to vehicle weight shifts or vehicle rolls, electronically actuated valves fail to account for the pressure differential that persists between the air springs after their height has been adjusted in response to vehicle weight shifts.

Thus, the present inventors have recognized that there is a need for air management systems that address the persistent pressure imbalance so that the vehicle can be restored to a balanced air pressure, level and ride height.

Disclosure of Invention

The present invention provides an enhanced pneumatic suspension system for a vehicle, wherein the air management system includes a pneumatic circuit, a second pneumatic circuit, and a cross-flow mechanism pneumatically connecting the pneumatic circuit with the second pneumatic circuit, the pneumatic circuit includes a leveling valve configured to independently adjust a height of a side of the vehicle, the second pneumatic circuit includes a second leveling valve configured to independently adjust a height of a second side of the vehicle, the leveling valve and the second leveling valve are configured to establish pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the leveling valve does not independently adjust the height of the side of the vehicle and the second leveling valve does not independently adjust the height of the second side of the vehicle.

The second pneumatic circuit includes a th set of air springs disposed on a th side of the vehicle, a th supply tank, an th plurality of air lines pneumatically connecting the th set of air springs with the rd leveling valve, and a th supply line pneumatically connecting the th leveling valve with the th supply tank the second pneumatic circuit includes a second set of air springs disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank the cross-flow connection extends from the leveling valve to the second leveling valve in another example, the second pneumatic circuit and the second pneumatic circuit may supply air through a common supply tank such that the air management system includes only air springs 37 to provide air flow to the second air spring 9638 in the same example, the air lines may have substantially the same diameter and the same length of the air lines and the second supply line may have substantially the same diameter.

In configurations, each leveling valve may include a housing and a control arm pivotably connected to the leveling valve, wherein the control arm is configured to pivot between a neutral position and or more responsive positions in response to compression or expansion of the air spring the 0 leveling valve and the second leveling valve may be configured to establish pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the control arms of both the leveling valve and the second leveling valve are set in the neutral position the leveling valve and the second leveling valve may be configured to prevent communication between the pneumatic circuit and the second pneumatic circuit when the control arm of the leveling valve and the of the second leveling valve is set to the or more responsive positions the leveling valve and the second leveling valve may include the control arm configured to detect the control arm position and communicate the control arm height of the control unit to the side of the vehicle based on the control arm input control sensor configuration.

In examples, the leveling valve and the second leveling valve may each be rotary valves including a housing body and a rotary disk configured to rotate within the housing body to alter communication between the 0 pneumatic circuit and the second pneumatic circuit each housing body may include an air supply port configured to receive air from an air source, an exhaust port configured to exhaust air to atmosphere, a crossover flow port configured to receive air or supply air to 2 of the 1 pneumatic circuit or the second pneumatic circuit, and a cross flow port configured to receive air or supply air to of the leveling valve or the second leveling valve in a cross flow configuration, in configuration the rotary disk may be configured to establish communication between neither the or more spring ports and the exhaust port, in or more spring ports and the second leveling valve configuration, the rotary disk may be connected to the exhaust port in a cross flow control configuration, in 369626, the rotary disk may be configured to alter communication between the exhaust port and the exhaust port in a cross flow control valve in 369626 position, the rotary disk may include a rotary valve 3648, and the rotary disk may be configured to alter communication between the exhaust port in a cross flow control port in response to the exhaust port.

In examples, the leveling valve and the second leveling valve may each include a manifold housing, a valve element disposed in a bore of the manifold housing, and an electronic actuator, the valve element may be configured to move to or more positions in the bore of the manifold housing, the or more positions including at least a neutral position establishing pneumatic communication between the pneumatic circuit and the second pneumatic circuit, and a supply position supplying air from a supply tank to a respective pneumatic circuit, and an exhaust position removing air from the respective pneumatic circuit to the atmosphere.

The air management system may include or more leveling sensors, each leveling sensor may be configured to detect a vehicle height relative to an axle along a position of the vehicle and transmit the detected vehicle height to the control module as a vehicle leveling input.

The electronic actuator may be configured to actuate the valve member to slide along a longitudinal axis of the manifold, thereby controlling exposure of the plurality of openings, such that a respective leveling valve is configured to selectively (i) supply air to a respective pneumatic circuit, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross-flow between the pneumatic circuit and the second pneumatic circuit.

The leveling valve may include an upper housing mounted on a lower housing to form a valve body, wherein the valve body defines a chamber extending between the upper housing and the lower housing, the lower housing may include a plurality of ports in communication with the chamber, wherein the plurality of ports include a gas supply port, an exhaust port, or more spring ports and a cross flow port, in configurations the lower housing may further include a dump port (dump port), wherein the cross flow port is disposed on a second 850 end of the lower housing and the dump port is disposed on a second end of the lower housing opposite the second end, in 2 configurations the gas supply port may be disposed on a first side of the lower housing and the exhaust port may be disposed on a second side of the lower housing opposite the first side of the lower housing, in 395 configurations the gas supply port may be disposed on a second side of the lower housing and the exhaust port may be disposed on a second side of the lower housing opposite the first side of the lower housing and the exhaust port may be disposed on a second side of the lower housing that is in communication with the spring port of the upper housing or rotary disk 368, wherein the valve body may include a plurality of springs or spring ports that extend through the cross flow control valve body 638 or through the upper control valve body, and the rotating disk 369 or rotating disk 369, wherein the rotating disk 369 control valve body is disposed between the rotating disk 369 and the rotating disk 369, wherein the rotating disk 369 includes a plurality of the rotating disk 369, the rotating disk 369 or the rotating disk 369, wherein the spring ports is in a rotating disk 369 control valve body, the rotating disk 369, wherein the rotating disk 369, the rotating disk 369 is in 966 configuration the rotating disk 369, wherein the rotating disk 369 control valve body is in the rotating disk 369 includes a rotating disk 369, or the rotating disk 369, wherein the rotating disk 369 is in the rotating disk configuration the rotating disk 369, the rotating disk 369 is in the rotating disk 369.

The method may include the step of providing an air management system, the air management system including an , a 0 pneumatic circuit, and a second pneumatic circuit, the pneumatic circuit may include a leveling valve configured to independently adjust a height of a side of the vehicle, the second pneumatic circuit may include a second leveling valve configured to independently adjust a height of a second side of the vehicle, the air management system may include a cross flow line connecting the leveling valve with the second leveling valve, the method may include establishing communication between the pneumatic circuit and the second pneumatic circuit when the leveling valve does not independently adjust the height of the second side of the vehicle and the second leveling valve does not independently adjust the height of the second side of the vehicle through the leveling valve and the second leveling valve.

The present invention may include methods for adjusting the air pressure of an air management system of a vehicle, the air management system including or more supply tanks, a 1-th pneumatic circuit disposed on the side of the vehicle, and a second pneumatic circuit disposed on a second side of the vehicle, the methods may include the step of independently adjusting the air pressure of the -th pneumatic circuit via a leveling valve such that the leveling valve supplies air from the or more supply tanks to the -th pneumatic circuit or removes air from the -th pneumatic circuit to atmosphere.

The invention may include a control unit associated with an air spring of an air management system for a vehicle, the control unit may include a housing configured to mount to a ceiling of the air spring, wherein the housing includes a valve chamber, the control unit may include a valve disposed in the valve chamber, the valve may be configured to switch between a plurality of modes including (i) an active mode in which the valve independently adjusts a height of the associated air spring, and (ii) a neutral mode in which the valve establishes pneumatic communication between the associated air spring and a cross flow line connected to a second air spring of the air management system when the valve is not in the active mode, the control unit may include or more sensors configured to monitor at least conditions of the air spring and generate measurement signals indicative of the at least conditions of the air spring, the control unit may include a communication interface configured to transmit profile signals to and receive the profile signals from the second control unit associated with the second air spring of the air spring system and the second control unit configured to receive the profile signals from the control unit based on the communication interface 4656 and the plurality of communication signals received from the control unit and the communication interface 46 , wherein the communication module is configured to receive the profile signals from the communication interface 465956 and the plurality of communication module.

The present invention may include an air management system for a vehicle, the air management system may include a 0 pneumatic circuit having or more air springs disposed at a side of the vehicle, the air management system may include a second pneumatic circuit having or more air springs disposed on a second side of the vehicle, the air management system may include or more cross flow lines, wherein each cross flow line extends from an air spring associated with the pneumatic circuit to an air spring associated with the second pneumatic circuit, each air spring may include a control unit, each control unit may include a housing configured to mount to a ceiling of an associated air spring, wherein the housing includes a valve chamber, each control unit may include a valve disposed in the valve chamber, wherein the valve is configured to switch between a plurality of modes including (i) an active mode, wherein the valve independently adjusts a height of the associated air spring, and (ii) an active mode, wherein the air spring is configured to switch between the plurality of modes when the valve is not in the active mode, the air spring is configured to communicate with the associated signal processing unit and to receive signals from the plurality of sensors via the associated signal processing unit, processing, or processing, and processing, the signals from the associated control unit, and processing, or processing, the associated signal processing, or processing, the plurality of the associated signal processing, and processing, or processing, the associated with the plurality of the associated control units, and receiving signals from the associated signal processing, the associated control units, the associated with at least one or other control unit, the associated signal processing, the associated control unit, and processing, or processing, the associated with the plurality of the associated with the associated, the associated with the plurality of the associated with the plurality of the associated with the associated control, the associated.

The present disclosure may include methods for controlling stability of a vehicle including an air management system, wherein the air management system may include a pneumatic circuit having or more air springs disposed at a side of the vehicle, a second pneumatic circuit having or more air springs disposed on a second side of the vehicle, and or more cross flow lines, wherein each cross flow line extends from an air spring associated with the pneumatic circuit to an air spring associated with the second pneumatic circuit.

In accordance with the various examples of the air management systems described herein, all air management systems may selectively establish cross flow between the two independent circuits such that when all of the leveling valves are set in either a neutral position or a neutral mode, the air springs disposed on the sides of the vehicle are in pneumatic communication with the air springs disposed on the other sides of the vehicle.

Other features and characteristics of the subject matter of the present disclosure, as well as methods of operation, functions, and parts of manufacture of the related elements of structure and the combination of economies, will become more apparent upon consideration of the following description and the appended claims with reference to the accompanying drawings, all of which form a part of this specification, wherein like reference numerals designate corresponding parts in the various figures.

Drawings

The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate various embodiments of the subject matter of the present disclosure. In the drawings, like reference numbers indicate identical or functionally similar elements.

FIG. 1A is a schematic diagram of an configuration air management system according to the present invention, FIG. 1B is a schematic diagram of a configuration air management system including a leveling valve disposed in a center portion of a vehicle, FIG. 1C is a schematic diagram of a configuration air management system including a leveling valve, each having a plurality of airbag ports, according to the present invention.

Fig. 2 is a top view of configured leveling valves according to the present invention.

Fig. 3 is a perspective view of an configured leveling valve according to the present invention.

Fig. 4 is an exploded view of embodiments of a leveling valve according to the present invention.

Fig. 5 is a perspective view of a lower housing according to an embodiment of the present invention.

Fig. 6A to 6C are schematic views of a rotating disk according to an embodiment of the present invention.

FIG. 7 is a schematic diagram of an air management system according to the present invention.

FIG. 8 is a schematic diagram of an air management system according to the present invention.

FIG. 9 is a schematic diagram of an air management system according to the present invention.

Fig. 10 is a perspective view of a lower housing according to the present invention.

Fig. 11 is a top view of a lower housing according to the present invention.

FIG. 12A is a top cross-sectional view of the lower housing taken along the line Z-Z in accordance with the present invention. Fig. 12B is a side sectional view of the lower case taken along the line Y-Y according to the present invention, and fig. 12C is a side sectional view of the lower case taken along the line X-X according to the present invention.

Fig. 13 is a top view of a rotating disk according to the present invention.

Fig. 14A is a perspective view of an th poppet valve to be used in the present invention, and fig. 14B is a cross-sectional view taken along line B-B of a th poppet valve to be used in the present invention.

Fig. 15A is a perspective view of a second poppet according to the present invention. Fig. 15B is a cross-sectional view taken along line C-C of a second poppet valve according to the present invention.

FIG. 16 is a schematic view of an air management system according to the present invention.

FIG. 17 is a schematic view of an air management system according to the present invention.

FIG. 18 is a schematic view of an air management system according to the present invention.

FIG. 19 is a schematic diagram of an air management system according to the present invention.

FIG. 20 is a schematic view of an air management system according to the present invention.

FIG. 21A is a schematic diagram of an air management system according to the present invention.

FIG. 21B is a schematic diagram of an air management system according to the present invention.

Fig. 22 is a schematic diagram of a control unit according to the present invention.

Fig. 23 is a schematic diagram of a system controller according to the present invention.

Fig. 24 is a schematic view of a control unit according to the present invention.

Fig. 25 is a schematic diagram of a system controller according to the present invention.

Fig. 26A is a schematic view of a valve according to the present invention.

Fig. 26B is a cross-sectional view of the valve according to the present invention taken along line a in fig. 26A.

FIG. 27 is a top perspective view of a lower housing according to the present invention.

Fig. 28 is a bottom perspective view of a lower housing according to the present invention.

Fig. 29 is an end view of the lower housing according to the present invention.

Fig. 30 is a side view of a lower housing according to the present invention.

Fig. 31 is a top plan view of a lower housing according to the present invention.

Fig. 32 is a bottom plan view of the lower housing according to the present invention.

Fig. 33 is a perspective view of a rotating disk according to the present invention.

FIG. 34 is a top plan view of a rotating disk according to the present invention.

Fig. 35 is a side view of a rotating disk according to the present invention.

FIG. 36 is a side cross-sectional view of the rotary disk according to the present invention taken along line 36 in FIG. 34.

Fig. 37 and 38 are perspective views of a shaft according to the present invention.

Fig. 39 is a side view of a shaft according to the present invention.

FIG. 40 is a bottom end view of a shaft according to the present invention.

FIG. 41 is a top end view of a shaft according to the present invention.

Fig. 42 is a side view of a shaft according to the present invention.

FIG. 43 is a graph showing air pressure at various valve ports at various stages of operation of a leveling valve according to the present invention.

FIG. 44 is a flow chart illustrating methods for adjusting air pressure in an air management system including a th pneumatic circuit and a second pneumatic circuit in accordance with the present invention.

Detailed Description

While aspects of the subject matter of the present disclosure may be embodied in many forms, the following description and the annexed drawings are intended only to disclose of these forms as specific examples of the subject matter.

The present disclosure includes air management system for a vehicle having a pneumatic circuit with a leveling valve configured to independently adjust the height of a side of the vehicle, a second pneumatic circuit with a second leveling valve configured to independently adjust the height of a second side of the vehicle, and a cross flow mechanism connecting the leveling valve with the second leveling valve, the leveling valve does not independently adjust the height of a side of the vehicle, and the second leveling valve does not independently adjust the height of the second side of the vehicle, e.g., the leveling valve and the second leveling valve establish pneumatic communication between the pneumatic circuit and the second pneumatic circuit when ride height control arms of both sides of the vehicle are in a neutral position, or when an electronically actuated valve is set in a neutral mode, the leveling valve and the second leveling valve are configured to set in a neutral position or a neutral mode including traveling at substantially zero speed per hour.

As used herein, the terms "neutral position" and "neutral mode" are defined as the state in which the leveling valves neither supply air from the supply source to the air springs nor remove air from the air bags to the atmosphere, and each of the leveling valves are in pneumatic communication with each other.

As used herein, the term "active mode" is defined as a state in which the valve independently adjusts the height or air pressure of or more air springs in pneumatic circuits, while the valve is not in pneumatic communication with any components of another pneumatic circuit.

As used herein, a "cross-flow mechanism" or "cross-flow system" includes any component necessary to establish pneumatic communication between a pneumatic circuit and a second pneumatic circuit, wherein a pneumatic circuit and the second pneumatic circuit are provided on opposite sides, i.e., left and right sides, of a vehicle.

As used herein, "responsive position" is defined as the condition in which or more leveling valves on each side of the vehicle independently adjust the air pressure of the air springs in the pneumatic circuit.

As used herein, "dead zone" refers to a range of rotation in which the disk surface of the rotating disk completely covers the reservoir chamber of the lower housing such that the leveling valve neither supplies air from the air supply tank to the air spring nor removes air from the air bag to the atmosphere.

In another example, each leveling valve includes a housing, a valve element disposed in a bore of the housing, and a control arm pivotably connected to the housing to pivot from a neutral position to one or more responsive positions to induce rotation or movement of the valve element.

In examples, the leveling valve and the second leveling valve establish pneumatic communication between the pneumatic circuit and the second pneumatic circuit when control arms of both the leveling valve and the second leveling valve are set in neutral positions, and the leveling valve and the second leveling valve are configured to prevent pneumatic communication between the pneumatic circuit and the second pneumatic circuit when control arms of of the leveling valve and the second leveling valve are set to or more response positions.

In examples, the pneumatic circuit included 1 group of air springs disposed on the 0 side of the vehicle, a 2 supply tank, a plurality of air lines pneumatically connecting the 3 group of air springs with the leveling valve, and a supply line pneumatically connecting the leveling valve with the supply tank, and the second pneumatic circuit included a second group of air springs disposed on the second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second group of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank, hi another example, the pneumatic circuit and the second pneumatic circuit may be supplied with air through a common supply tank such that the air management system includes only supply tanks to provide air flow to the air springs on both sides of the vehicle.

In examples, air lines are provided to supply equal amounts of air to maintain symmetry within the pneumatic circuits on both sides of the vehicle the air lines have substantially the same (e.g., within 10% or 5% or 2% or 1%) or equal diameters and/or lengths the supply lines have substantially the same (e.g., within 10% or 5% or 2% or 1%) or equal diameters and/or lengths.

Fig. 1A-1C show a configuration of an air management system for a vehicle as disclosed herein, indicated by reference numeral 100, the air management assembly 100 includes a -th pneumatic circuit disposed on a -th side of the vehicle 1, a second pneumatic circuit disposed on a second side of the vehicle 1, and a cross-flow line 38 pneumatically connecting the -th and second pneumatic circuits the vehicle 1 may have front and rear drive and/or non-driven axles 2 and 3 supported on the chassis 1 in a known manner by airbag pairs (also interchangeably referred to as air springs) 4 and 5, 6 and 7, 8 and 9, and 10 and 11 positioned on either side of the axles 2 and 3 as illustrated.

In fig. 1A-1C, air springs 4, 5, 8, and 9 are positioned on the side of vehicle 1 and connected at by individual air lines 12, 13, and 18-21 to form a 0 th set of air springs 4, 5, 8, and 9 and individual air lines 12, 13, and 18-21 are supplied with air by valve hose 28 connected to 1 th leveling valve 16 supply hose 30 extends directly from th leveling valve 16 to supply tank 32 for supplying air to th leveling valve 16 supply hose 30 is also provided with pressure protection valve 34. thus, air springs 4, 5, 8, and 9, individual air lines 12, 13, and 18-21, valve hose 28, th leveling valve 16, supply hose 30, pressure protection valve 34 (not required in vehicles or air management systems), and th supply tank 32 form a pneumatic circuit adapted to independently adjust the height of side of vehicle 1.

In embodiments (not shown), the air management assembly 100 may include a single supply tank that delivers air synchronously to both the pneumatic circuit and the second pneumatic circuit, and a single pressure protection valve connected to the supply tank by a single hose and connected to the pneumatic circuit and the second pneumatic circuit via two supply hoses, the single pressure protection valve is configured to supply sufficient air pressure to both the pneumatic circuit and the second pneumatic circuit in the event of a leak or fault within the air management system 100, the single pressure protection valve is configured to have a larger air capacity to the dual pressure protection valve 34 in order to provide sufficient air synchronously to both the pneumatic circuit and the second pneumatic circuit.

Air springs 6, 7, 10 and 11 are positioned on a second side of vehicle 1 and connected by

separate air lines

14, 15 and 22-25 to form a second set of air springs 6, 7, 10 and 11 and

separate air lines

14, 15 and 22-25 are supplied with air by valve hose 29 which is connected to second leveling valve 17 supply hose 31 extends directly from second leveling valve 17 to a second supply tank 33 for supplying air to second leveling valve 17 supply hose 31 is also provided with pressure protection valve 35, thus air springs 6, 7, 10, 11,

separate air lines

14, 15 and 22-25, valve hose 29, second leveling valve 17, supply hose 31, pressure protection valve 35 and second supply tank 33 form a second pneumatic circuit suitable for independently adjusting the height of the second side of vehicle 1, both the second and second pneumatic circuits are independently operable so that third leveling valve 16 independently transfers air to the second side of vehicle 1 or discharges air from the second side of vehicle 1 to or from the second side of vehicle 17.

The connection of the individual air lines 18-21 and 21-25 to the air springs 16 and 17 being supplied with the same volume of air rapidly ensures that the balanced supply air having substantially the same volume and pressure to each air spring, with the individual air lines 12, 13 and 18-21 on the side of the vehicle 1 and the

individual air lines

14, 15 and 22-25 on the second side of the vehicle 1 having substantially the same size (inside diameter) and length.

The

control valves

16 and 17 of the fourth and fourth 17 control valves each include a control arm 16a, 17a connected to a rigid rod 36 mounted below the air springs 9 and 11 the control arms 16a, 17a are each configured to move up and down in response to compression and expansion of the air springs, which causes the and

fourth control valves

16, 17 to either supply air to or exhaust air from the air bags when the control arms 16a, 17a are in a neutral position, the 0 and

fourth leveling valves

16, 17 both neither supply air from the supply tank to the air springs nor remove air from the air springs to atmosphere when the control arms 16a, 17a are in a neutral position the cross flow line 38 extends from the 1 leveling valve 16 to the second leveling valve 17 to connect the 2 and second leveling valves , as shown in fig. 1A, the cross flow line 38 is not directly connected to the supply lines 30, 31 or the supply tanks 32, 33 when the control arms 16a, 17a are in a neutral position, the second leveling valve 16a is connected to the air springs 32, 33 when the control arms 16a, 16a are in a neutral position, the cross flow line 38 is connected to the air springs 16a common air pressure control circuit 367, 16a, 16 b is in a communication with the air pressure control circuit 9, 16 b, 9a balance fluid communication with the air pressure control circuit 9, 16 b 3, 16 b is in a balance fluid communication with the air pressure control circuit 9, 16 b 3, 16 b communication between the air pressure control circuit, 2 communication between the air pressure control circuit is maintained between the air pressure control circuit, 9, 2, 9a communication between the air pressure control circuit is in a communication with the air balance fluid communication between the air springs, 9 communication between the air balance fluid circuit, 2 of the air balance fluid communication between the air springs.

The leveling valves 16, 17 of the first and second leveling valves 16, allow pneumatic communication with each other via the cross flow line 38 only when both control arms 16a, 17a are in the neutral position, in other words, when neither of the control arms 16a, 17a is in the neutral position, the second and second leveling valves 16a, 17a prevent pneumatic communication between the second and second pneumatic circuits, by not establishing communication between the and second pneumatic circuits when either of the control arms 16a, 17a is moving up and down from the neutral position, the and second leveling valves 16, 17 are able to independently exhaust air from or supply air to the air springs 16 when the vehicle 1 makes a sharp turn, thus, when the center of gravity of the vehicle is transferred between the air springs 16, 17, the first and second leveling valves 16, 17 may transfer air from or supply air to the air springs 16, 24 to the second set of the cross flow control group via the air spring 16, 16a, 16, 17, and the cross flow line 16a further leveling valve 16a, 17 may transfer air pressure from the air spring 16a lower set of the air spring 16 to the air spring 16, 16a lower air spring, 16a, 17, and a further air spring 5 may be transferred to a, thus, a, and a further air spring 5 may be used to compensate for the weight of the vehicle when the vehicle, and further set of the invention, when the invention may be transferred from the invention, and further set of the invention may be transferred from the invention, when the invention may be transferred from the invention, when the invention may be transferred from the invention when the invention does not transferring the invention.

FIG. 2 schematically illustrates configured leveling valves 50 according to the invention, the leveling valve 50 including a housing 60 and a control arm 70, the housing 60 including an air supply port 61 connected to a supply tank, an exhaust port 62 connected to the atmosphere, an air spring port 63 connected to an air spring on respective sides of the vehicle, and a cross-flow port 64 connected to a second leveling valve on the other side of the vehicle although FIG. 2 illustrates the housing 60 having air spring ports, the housing 60 may include two or more air spring ports in communication with sets of air springs disposed on respective sides of the vehicle.

As shown in FIG. 2, the control arm 70 is connected to the housing 60 and pivots between a plurality of positions with respect to the housing 60 in response to compression and expansion of an air spring disposed on the side of the vehicle, the control arm 70 pivots upward from a horizontal position to a th position that establishes communication between the housing's supply port 61 and the air spring port 63, thus, air is supplied from a supply tank to the respective air spring, thereby increasing the air pressure of the air spring, the control arm 70 pivots downward from a horizontal position to a second position that establishes communication between the housing 60's exhaust port 62 and the air spring port 63, thus, air is removed from the air spring and released into the atmosphere, thereby decreasing the air pressure of the air spring, when the control arm 70 pivots away from the neutral position in either direction, the air spring port 63 is not in communication with the cross flow port 64, at the neutral position, the control arm 70 is oriented substantially in a horizontal position such that the control arm 70 extends parallel to the ground surface, when the control arm 70 is set in the neutral position, the air spring port 63 is in communication with the air spring port 61, such that the air spring port is in communication with the air spring port 361, thus, the control arm 70 is in communication with the opposite side of the vehicle, as shown in FIG. 361.

According to exemplary configurations, a leveling valve can include a rotating member (not shown), such as a disk, received in a central bore (not shown) of a housing that is pneumatically connected to each port of the housing.

It has been found that when the vehicle is turning and is subject to dynamic lateral weight transfer, of the leveling valves respond by supplying air to the compressed air springs while the other of the leveling valves remove air from the expanded air springs.

The air management system of the present invention may also link the pneumatic circuit and the second pneumatic circuit into common circuits by establishing cross flow communication between the first pneumatic circuit and the second pneumatic circuit only when both of the leveling valves are in the neutral mode, allowing the cross flow with the air spring on each side of the vehicle to be more easily compensated for, thereby facilitating the vehicle to be more highly balanced, and thereby providing a more stable vehicle traction system when the cross flow between the air springs on the comfort side of the vehicle is more stable, thereby facilitating the vehicle to be more highly balanced, and the vehicle is more comfortable.

Fig. 3 and 4 show different views of configured mechanically actuated valves according to the invention the leveling valve 300 shown in fig. 3 and 4 includes a valve body 310 including an upper housing 320 mounted to a lower housing 330 with a control arm 340 attached to a shaft extending through the upper housing 320, the upper housing 320 is mounted to the lower housing 330 by fasteners (not shown) received in mounting holes extending through corners of the upper and

lower housings

320 and 330.

Referring to fig. 4 and 5, the lower housing 330 includes at least five ports 334a-e, including an air supply port 334a connected to an air tank (not shown), an air exhaust port 334b for exhausting air from the air springs (not shown), a port 334c connected to the th set of air springs (not shown), a second port 334d connected to the second set of air springs (not shown), and a cross flow port 334e, th port and

second ports

334c and 334d connected to another leveling valve (not shown) are arranged such that the th spring port 334c on the side of the lower housing 330 coincides with the second spring port 334d on the other side of the lower housing 330 the ports 334a-d are also arranged such that the air supply port 334a on the side of the lower housing 330 coincides with the air exhaust port 334b on the opposite side of the lower housing 330.

Lower housing 330 includes a separate air flow passage (not shown) to each port 334a-e of lower housing 330 such that air supplied from air supply port 334a or exhausted to exhaust port 334b exists independently of air flowing through cross-flow port 334e referring to fig. 5, lower housing 330 includes a -th surface 336 defining a plurality of circular cavities 338a-c, air supply port 334a is linked to air supply cavity 338a by air flow passages formed in lower housing 330, and exhaust port 334b is linked to exhaust cavity 338b by a second air flow passage formed in lower housing 330 cross-flow port 334e is linked to cross-flow cavity 338c by a third air flow passage formed in lower housing 330, spring port and

second spring ports

334c, 334d may be linked by a reservoir cavity (not shown) formed in lower housing 330.

FIGS. 4 and 6A-6C show configured rotary disks 350, referring to FIG. 4, the rotary disks 350 are housed in a central bore defined between a lower housing and an upper housing, the rotary disks 350 include a central aperture 352 configured to rotatably house a post (not shown) extending from the lower housing 330 and connected to the control arm through the upper housing 320, the rotary disks 350 are configured to rotate about a post (not shown) within the central bore of the lower housing 330, thereby defining a central aperture 352 as a pivot point, the rotary disks 350 include two oblong slots 354 spaced around the central aperture 352, the disk surfaces 353 are defined therebetween and along an edge of the rotary disks 350.

The angular position of the swivel disc 350 changes as the control arm 340 pivots about the valve body 310 of the valve 300, as shown in fig. 6A, when the control arm 340 is set to a horizontal position, the swivel disc 350 is set to a neutral position, wherein the disc surface 353 of the swivel disc 350 covers both the air supply chamber 338a and the air exhaust chamber 338B of the lower housing 330, as a result of which, when the swivel disc 350 is set at the neutral position, the air spring is neither connected to the air supply port 334a nor to the air exhaust port 334B, however, the cross flow groove 355 covers the cross flow chamber, so that the first spring and the second spring communicate with the cross flow port 334e, as shown in fig. 6B, due to the clockwise rotation of the control arm 340, the swivel disc 350 rotates to an angular position , in which the arrangement of the

grooves

354, 355 connects the air supply chamber 338a with a reservoir chamber (not shown) so that air from the air spring supply tank is accommodated, thereby increasing the air pressure of the air spring, as shown in fig. 6C, as a result of the control arm 340 is rotating from the air spring 354, the air spring 354 is connected with the air spring reservoir chamber 338 connected with the swivel arm 350, the air spring is connected with the air spring 350, the air supply chamber 350, the air chamber is connected with the air reservoir chamber 350, the air chamber is connected with the swivel disc 350, the air chamber 350, the swivel arm 350 is arranged to the swivel disc 350, so that the air chamber 350 is arranged to the air supply chamber is rotatable arm 350, the swivel disc 350 is rotatable arm 350, the air chamber 350 is rotatable arm 350, which is rotatable arm 350, which is rotatable from the swivel arm is rotatable about an angle, which is rotated to the swivel arm 350, which is arranged to the swivel disc 12, which is arranged to the swivel disc.

Fig. 10, 11 and 12A-12C illustrate configured lower housings 430, the lower housings 430 being configured to mount to the upper housing 320 shown in fig. 3 and 4 to form a valve body of a leveling valve similar to the configuration shown in fig. 3-5, the lower housing 430 includes at least five ports 434a-e, including a supply port 434a connected to an air box (not shown), an exhaust port 434B for exhausting air from an air spring (not shown), a th port 434C connected to a th set of air springs (not shown), a second port 434d connected to a second set of air springs (not shown), and a cross-flow port 434e connected to another leveling valve (not shown). the lower housing 430 may optionally further include a sixth port 434f (shown in fig. 12A and 12B) connected to a dump valve (not shown) configured to simultaneously remove all air from each air spring of the air management system.

12A-12C, the lower housing 430 includes a separate air flow passage to each port 434a-f, including a supply passage 432A connected to the supply port 434a, a discharge passage 432b connected to the discharge port 434b, a passage 432C connected to the port 434C, a second passage 432d connected to the second port 434d, a cross-flow passage 432e connected to the cross-flow port 434e, and a dump passage 432f connected to the discharge port 434 f. the lower housing 430 includes a th surface 436 defining a plurality of circular blind holes 438a-C and a reservoir chamber 439. the blind holes 438a-C include a supply hole 438a joined to the supply port 434a by the supply passage 432A, a discharge hole 438b joined to the discharge port 434b by the discharge passage 432b, and a cross-flow hole 438C joined to the cross-flow port 434e by the cross-flow passage 432 e. the lower housing 430 also includes a central bore 438d configured to receive a support post (not shown) extending through the upper housing 320C to receive a control arm extending through the upper surface 38c to raise the lower surface of the lower housing 430 a, the lower housing 430C and the dump passage 432C defining an upper chamber 439, wherein the lower chamber 439 a is elevated, the lower surface 430 a is defined by an upper surface 592, a lower housing 430, a, and a lower.

FIG. 13 illustrates a rotating disk 450 in accordance with the configuration of the invention similar to the configuration shown in FIGS. 4 and 6A-6C, rotating disk 450 includes a central aperture 452, two oblong slots 454, and cross flow slots 455 with a disk surface 453 therebetween and extending along an edge of rotating disk 450. the central aperture 452 is disposed between the two oblong slots 454 and the cross flow slots 455. the two oblong slots 454 are symmetrically spaced from the central axis A-A of rotating disk 455, and the cross flow slots 455 cover the central axis A-A of rotating disk 450, with the central aperture 452 disposed between the oblong slots 454 and the cross flow slots 455. the cross flow slots 455 are substantially smaller in cross-sectional area than each oblong slot 454. for example, the cross flow slots 455 are at least three times, four times, five times, ten times, twenty times, thirty times, forty times or more than the cross sectional area of oblong slots 454. in some non-limiting implementations of (e.g., FIGS. 33-36), the width or diameter of the cross flow slots 455 may vary with their depth such that the cross flow slot 455 has a second width or diameter at the second transverse dimension of the rotating disk 450 and the transverse dimension of the rotating disk 450 at 3683.

The rotary disk 450 is received on the raised surface 437 of the lower housing 430, and the central aperture 452 receives a shaft (not shown) extending from the th surface 436 of the lower housing 430 to an upper housing (not shown) of the rotary valve similar to the configurations shown in fig. 4 and 6A-6C, the rotary disk 450 is configured to rotate about the shaft between a plurality of positions including a neutral position, a th angular position, and a second angular position.

The oblong slot 454 connects the air supply hole 438a with the reservoir chamber 439 when the rotary plate 450 is rotated in a clockwise direction away from the neutral position to an th angular position, such that the air spring receives air from the supply tank, thereby increasing the air pressure of the air spring, when the rotary plate 450 is set at the th angular position, the cross flow groove 455 is rotated away from the cross flow hole 438 such that the inactive area 453 covers the cross flow hole 438c, when the rotary plate 450 is rotated in a counterclockwise direction away from the neutral position to a second angular position, the oblong slot 454 connects the air exhaust hole 438b with the reservoir chamber 439 such that air is removed from the air spring, when the rotary plate 450 is set at the second angular position, the cross flow groove 455 is rotated away from the cross flow hole 438c such that the inactive area 453 covers the cross flow hole 438 c.

Due to the size of the cross flow slot 455, the rotary disk 450 need only rotate slightly about 1 ° to 2 ° clockwise or counterclockwise from the neutral position for the dead zone 453 to completely cover the cross flow hole 438 c. thus, the rotary disk can quickly transition from allowing cross flow between the pneumatic circuit and the second pneumatic circuit to independently control air flow to the side of the vehicle without cross flow occurring although the rotary disk rotates about 1 ° to 2 ° clockwise or counterclockwise from the neutral position, the oblong slot 454 is neither in communication with the air feed hole 438a nor the air vent 438b of the lower housing 430.

14A and 14B illustrate a arrangement used in accordance with the present invention that includes a cylindrical body 462 extending from a first 1 end 464 to a second end 466, a second 2 poppet 460 includes a channel 463 extending through the body 462 from a opening 463a defined along a 5393 end 464 to a second opening 463B defined along a second end 466, the size of the second opening 463a being equal to the size of the second opening 463B, the poppet 460 is disposed in both the air supply hole 438a and the air exhaust hole 438B of the lower housing 430 with the end 464 protruding beyond the surface 436 of the lower housing 430 and engaging the rotary disk 450 to provide an air tight seal between the air supply and exhaust holes 438a, 438B and the oblong slot 454. in certain other arrangements (not shown), the size of the first opening 463a may be different from the size of the second opening B such that the diameter or width of the channel 463 varies with the example length of the second opening , including the diameter of the second opening 8945, the diameter of the second opening 8536B may be less than the diameter of the second opening 463, and the diameter of the second opening may be less than the diameter of the second opening 463.

FIGS. 15A and 15B illustrate configured second poppet valves 470 similar to the poppet valves 460, the second poppet valves 470 include cylindrical bodies 472 that extend from the 0 end 474 to the second end 476. the poppet valves 470 include passages 473 that extend through the bodies 472 from the openings 473a defined along the end 474 to the second openings 473B defined along the routing end 476, different from the poppet valves 460, the openings 473a in the second poppet valves 470 are smaller in size than the second openings 473B. the size and shape of the openings 473a of the second poppet valves 470 correspond to the size and shape of the crossover flow slots 455 in the rotating disk 450. the second poppet valves 470 are disposed in the crossover flow holes c of the lower housing with the ends 474 protruding from the surface 436 of the lower housing 436 and engaging the rotating disk 450 to provide an air-tight cross-seal between the crossover flow slots 455 and 438c of the rotating disk 450.

In non-limiting embodiments, the lower housing 430 may include a fourth blind hole (not shown) disposed along the surface 436 of the whereby the fourth blind hole is aligned with the crossover flow hole 438c and the reservoir chamber 439 is disposed between the fourth blind hole and the crossover flow hole 438c in 0 embodiments, the fourth blind hole is separated from the gas and

exhaust holes

438a, 438b by ninety degrees about the central hole 438d and is separated from the crossover flow hole 438c by hundred eighty degrees about the central hole 438d the fourth blind hole is not in pneumatic communication with any of the gas supply channel 432a, the exhaust channel 432b, the th channel 432c, the second channel 432d, the crossover flow channel 432e, and the dump channel 432 f.

FIG. 43 illustrates the relationship between the angle of the control arm of the leveling valve in an exemplary embodiment according to the invention and the air pressure at the various ports of the lower housing as shown in FIG. 43, the x-axis reflects the time of maneuvering in seconds, and the y-axis indicates the angle of the control arm in seconds (i.e., represented as a slope) and the air pressure (represented as a curve) in the pressure gauge Per Square Inch (PSIG) where the various valve ports are responsive to changing control arm angles, see FIG. 43. when the vehicle dynamically encounters changing road conditions, i.e., when the control arm initially pivots away from the neutral position (indicated by the x-axis), the air pressure at the working port (i.e., the spring port connected to the air spring) increases exponentially in proportion, while the air pressure at the supply port decreases slightly.

According to various embodiments, FIG. 44 illustrates a method 900 for adjusting the air pressure of an air management system 100 including or more air supply tanks 32, 33, a pneumatic circuit disposed on a second side of the vehicle, and a second pneumatic circuit disposed on a second side of the vehicle, the method 900 includes the step 910 of independently adjusting the air pressure of the 2 pneumatic circuit through a leveling valve 16, as shown in FIG. 44, in various embodiments, independently adjusting the air pressure of the pneumatic circuit includes supplying air from or more air supply tanks 32, 33 to the pneumatic circuit or removing air from the pneumatic circuit to the atmosphere, as shown in FIG. 44, the method 900 includes the step 920 of independently adjusting the air pressure of the second pneumatic circuit through a second leveling valve 17, in various embodiments, independently adjusting the air pressure of the second pneumatic circuit includes either supplying air from or more air supply tanks 32, 33 to the second pneumatic circuit 930, or removing air from the second pneumatic circuit, as shown in various embodiments, the step , including either establishing air supply from the second air supply tank 32, 33, or removing air from the second pneumatic circuit, or from the leveling valve 17, or from the second pneumatic circuit, as shown in various embodiments.

The air management system may include a mechanically actuated leveling valve or an electronically actuated leveling valve to control communication between the pneumatic circuit and the second pneumatic circuit, in exemplary configurations, the air management system may include a leveling valve disposed at each air spring, wherein each leveling valve includes a manifold and a plunger disposed in a chamber of the manifold, the plunger configured to move in the chamber of the manifold between or more positions including at least a position establishing a cross flow between the pneumatic circuit and the second pneumatic circuit, and a second position independently adjusting the height of the respective side of the vehicle.

In exemplary configurations, the leveling valve may consist of or more solenoid valves (solenoid valves) that allow independent adjustment to air on each side of the vehicle while selectively allowing cross-flow between and the second pneumatic circuit to equalize air pressure between th and second sets of air springs the air management system may further include a controller in electrical communication (e.g., wireless or wired) with the leveling valve to control operation of the electronically actuated leveling valve.

In configurations, the controller is configured to calculate a pressure differential or height differential between air springs of the air management system based on the measurement and data signals, the controller is configured to actuate the valve in an active mode when the pressure differential or height differential between the air springs is above a predetermined threshold, and actuate the valve in a neutral mode when the pressure differential or height differential is below the predetermined threshold.

Fig. 7-9 illustrate an air management system including a series of air lines, wherein all of the air lines extending between respective air springs and control valves have equal lengths and internal diameters, fig. 7 illustrates an air management system 200a including a th pneumatic circuit, a second pneumatic circuit, and at least two leveling valves 300a, each pneumatic circuit including a or more air springs 205a, an air supply tank 210a, a supply line 220a extending between the leveling valve 300a and the supply tank 210a, and a set of spring lines 230a connecting or more air springs 205a to the leveling valves 300a, the air management system 200a further including a pressure protection valve 240a connected to each supply line 220a (not required for all of the management systems), in configurations of the air management system 200a, the spring lines 230a may have equal lengths and diameters, and the supply lines 220a may have equal lengths and diameters, each leveling valve 300a is mechanically actuated by the control arm, and is configured to adjust air springs to either the air flow between the second pneumatic circuit and the second pneumatic circuit, thus, when the pneumatic circuit is connected to the pneumatic circuit 300a, either the pneumatic circuit is in a cross flow setting mode, the pneumatic circuit is removed, and pneumatic circuit is connected to the pneumatic circuit 300 a.

FIG. 8 illustrates an air management system 200b including a th pneumatic circuit, a second pneumatic circuit, and at least two leveling valves 300b, each pneumatic circuit including or more air springs 205b, an air supply tank 210b, a supply line 220b extending between the leveling valve 300b and the supply tank 210b, and a set of spring lines 230b connecting or more air springs 205b to the leveling valves 300 b. in the configurations of the air management system 200b, the spring lines 230b may be of equal length and diameter, and the supply lines 220b may be of equal length and diameter. the air management system 200b also includes a pressure protection valve 240b connected to each supply line 220 b. as shown in FIG. 8, the leveling valves 300b are electronically actuated leveling valves connected to through a crossover flow line 250 b. the electronically actuated leveling valves are configured to provide a crossover flow between the second pneumatic circuit when air is neither supplied to nor removed from the air tanks to the air springs to the atmosphere (i.e., in neutral flow mode).

FIG. 9 illustrates an air management system 200c including a th pneumatic circuit, a second pneumatic circuit, and at least two leveling valves 300 c. the air management system 200c includes or more air springs 205c, an air supply tank 210c connected to each leveling valve 300c by a respective supply line 220c, with a pressure protection valve 240c incorporated into the supply line 220 c. each leveling valve 300c is connected to or more air springs 205c by a series spring line 230 c. in configurations of the air management system 200c, the spring lines 230c may be of equal length and diameter, and the supply lines 220c may be of equal length and diameter. the leveling valves 300c are connected to by a cross flow line 250 c. as shown in FIG. 9, the leveling valves 300c are electronically actuated leveling valves and are in electrical communication with the control unit 260. the electronically actuated leveling valves are configured to provide cross flow between the pneumatic circuits when air is supplied from the air tanks to the air springs, nor removed from the neutral air springs to the atmosphere (i.e., in pneumatic circuit ).

Fig. 16-18 illustrate an air management system that synchronizes control of air flow with an electronic control unit, fig. 16 shows an air management system 500a that includes an -th pneumatic circuit 510a, a second pneumatic circuit 520a, and at least two leveling valves 600a, each

pneumatic circuit

510a, 520a including or more air springs 530a, each leveling valve 600a configured to independently adjust air flow to of either the -th pneumatic circuit or the second pneumatic circuit, leveling valve 600a is linked together by a cross flow line 550a to establish fluid communication between the -th pneumatic circuit and the second

pneumatic circuit

510a, 520a when all leveling valves 600a are set in a neutral mode, each leveling valve 600a is mechanically actuated by a control arm 610, and includes a control arm sensor (not shown) disposed in the housing of the leveling valve 600a to detect the position of the control arm, in instances, the control arm sensor may be a potentiometer configured for a control of a vehicle, and the position of the control arm is determined by a wired communication with the control arm 650, or by a wired communication with the control arm sensor, which the control arm sensor is configured to detect the position of the vehicle.

FIG. 17 shows an air management system 500b including a supply tank 505b, a th pneumatic circuit 510b connected to the supply tank 505b, a second pneumatic circuit 520b connected to the supply tank 505b, and at least two leveling valves 600b, wherein each leveling valve is configured to independently control air flow to either an th pneumatic circuit or 0 of the second

pneumatic circuit

510b, 520 b. in other configurations of the air management system 500b, the air management system may have more than supply tanks 505 b. each

pneumatic circuit

510b, 520b includes or more air springs 530 b. each leveling valve 600b includes a valve element (not shown) configured to move between a plurality of positions including a neutral position, a supply position, and an exhaust position. in instances, the valve elements may be poppet valves, plungers, etc. when the valve elements are set in the neutral position, air is supplied to the air springs, air is disposed from the air springs from the leveling valve 510b to the air springs 620 b, the air spring is disposed from the leveling valve element, the leveling valve element may be a poppet valve, plunger, etc. when the valve elements are set in the port in the neutral position, the air spring 600b is disposed from the leveling valve element is disposed in , the leveling valve element is disposed in communication with the air spring 650, the air spring 620 b, the air control circuit, the leveling valve element may be connected to the leveling valve element, or the leveling valve 600b, the leveling valve may be connected to the leveling valve 600b, or the leveling valve 600b, the leveling control unit, the leveling control the leveling sensor, the.

In the configurations, the control unit 650b is configured to actuate the leveling valve 600b to establish cross flow when a pressure or height differential between the air springs of the and second

pneumatic circuits

510b, 520b is within a predetermined threshold the control unit 650 is configured to actuate the valve 600b in an active mode to independently adjust the air pressure of its associated pneumatic circuit when the pressure or height differential between the air springs of the and second

pneumatic circuits

510b, 520b is greater than the predetermined threshold the control unit 650b may determine the pressure or height differential of the air spring 530b based on the measurement signal received from the sensor 630.

FIG. 18 shows an air management system including an air supply tank 505c, a -th pneumatic circuit 510c, a second pneumatic circuit 520c, and a manifold 600c disposed at or near the center of the vehicle in some embodiments, in other configurations of air management system 500c, the air management system may have more than air supply tanks 505c, manifold 600c is connected to supply tank 505c through or more supply lines 506c, each pneumatic circuit 510c, 520c includes or more air springs 530c, manifold 600c includes a plurality of ports 640, including at least ports 640 connected to each air spring 530c through spring lines 535c, manifold 600c includes a valve element (not shown) at each port 640 to control the flow of air through the port, in examples, the valve elements may be poppet valves, plungers, etc. the valve elements are configured to move between a plurality of positions including a neutral position, a supply position, and an exhaust position when the valve element is disposed in the neutral position, the air spring element is disposed in the poppet valve, plunger, etc. the valve element may be a pneumatic spring element, a pneumatic circuit disposed in the air supply position, a pneumatic circuit may be disposed in communication with a leveling sensor, a pneumatic circuit, a.

In the configurations, control unit 650c is configured to actuate manifold 600c to establish cross flow when a pressure or height differential between the air springs of and second pneumatic circuits 510c, 520c is within a predetermined threshold control unit 650c is configured to actuate manifold 600c in an active mode to independently adjust the air pressure of its associated pneumatic circuit when the pressure or height differential between the air springs of and second pneumatic circuits 510c, 520c is greater than the predetermined threshold control unit 650c may determine the pressure or height differential of air spring 530b based on the measurement signal received from sensor 630.

Fig. 19 and 20 illustrate an air management system that synchronizes control of air flow with a control unit associated with each air spring fig. 19 shows an air management system 700a that includes an air source 702a, an air supply tank 704a, a pneumatic circuit 710a disposed on a fifth side of the vehicle, and a second pneumatic circuit 720a disposed on a second side of the vehicle, each pneumatic circuit 710a, 720a includes or more air springs 730a, each air spring 730a includes a control unit 740a disposed within a chamber of the air spring 730a, the control unit 740a includes a housing 780a mounted to a ceiling 732a of the air spring 730a, by being disposed within the air spring 730, the control unit 740a is not exposed to the external environment, thereby protected from debris or damage caused by harsh weather conditions, the control unit 740a is configured to adjust the height of the air spring 730b to a determined based on one or more operating conditions monitored by the control unit 740a a, the control unit 740a is configured to adjust the height of the air spring 730b to the air spring 730b based on the other operating conditions monitored by the control unit 740a a, the air spring 740a is configured to supply air spring 730a from the air spring 730a, the air management system 730a, the air control unit 730a, the air management system 700a, the air management system is configured to supply air control system 700a to the air spring 730a, the air control system 700a, the air spring 730a, the air control system 700a, and the air spring 730a, the air control system 700a, the air supply air control system 700a, the air spring 730 a.

Referring to fig. 19 and 22, control unit 740a includes an inlet port 741a disposed along an -th surface of housing 780a, an outlet port 742a disposed along a -th surface of housing 780a, a cross-flow port 743a disposed along a -th surface of housing 780a, and a delivery port 744a disposed along a second surface of housing 780a control unit 740a includes a valve chamber 745a and a plurality of channels 751a-754a connecting delivery port 744a, inlet port 741a, outlet port 742a, and cross-flow port 743a to the valve chamber 745a, inlet port 741a is configured to connect to a fitting 736a disposed on a top plate 732a, thereby establishing pneumatic communication between supply tank 704a and control unit 740a, outlet port 742a is configured to connect to an exhaust port 738a disposed on top plate 732a, thereby establishing pneumatic communication between atmosphere and control unit 740a, cross-flow port 743a is configured to connect to cross-flow line 760a, thereby establishing pneumatic communication between air spring 740a of air spring a and air spring 740a of second air spring 730a, cross-flow port 743a is configured to establish pneumatic communication between the supply chamber 730a and the pneumatic chamber 730a, such that air supply chamber 730a can be released from the pneumatic control unit 730 a.

As shown in fig. 22, control unit 740a includes a valve 746a disposed in a valve chamber 745a for selectively controlling the supply and exhaust of air to and from the chamber of air spring 730a, the valve 746a being configured to switch between a plurality of modes, including an mode in which air is released from the chamber of air spring 730a, a second mode in which air is supplied into the chamber of air spring 730a, a neutral mode in which the chamber of air spring 730a is pneumatically connected to a cross-flow line 760 a. in the mode, the valve 746a establishes pneumatic communication between the inlet port 741a and the transfer port 744 a. in the second mode, the valve 746a establishes pneumatic communication between the outlet port 742a and the transfer port 744 a. when the valve 746a is in the mode or the second mode, the valve 746a independently adjusts the height of its associated air spring 730a (i.e., active mode) such that the valve 746a does not pneumatically communicate with the other air springs 730a of the air management system 700a in the neutral mode, the valve 746a establishes communication between the cross-flow air spring 743a and the associated vehicle port 730a on the opposite side thereof.

The valve 746a may take any suitable form or configuration, such as a bi-directional, three-way, or variable position valve to selectively control air flow into and out of the chambers of the air spring 730a at a plurality of flow rates. instances (not shown), the valve 746a includes a rotating member disposed in a valve chamber and an electronic actuator operatively linked to the rotating member. configurations the electronic actuator is a stepper motor.the rotating member is configured to rotate between a plurality of positions, including a third position establishing pneumatic communication between an inlet port and a delivery port, a second position establishing pneumatic communication between an outlet port and a delivery port, and a third position establishing pneumatic communication between a delivery port and a cross-flow port.an electronic actuator (e.g., a stepper motor) is configured to receive energy from an electrical power source and actuate movement of the rotating member between a plurality of positions. configurations the rotating member is a disk including a plurality of apertures configured to cover the air spring at a third position, a third position and the air spring is selectively moved from the air spring at a flow rate greater than the air spring supplied to the air spring 730 or the rotating member at a third position, such that the air spring may be moved from the stepper motor at a stepper motor 673 position or the rotating member at a rate that is greater than the air spring supplied to the air spring 730, such that the air spring at the second position, and the air spring may be moved at a corresponding stepper motor at a rate, such that the rotating member may be removed from the rotating member, such that the rotating member may be moved from the rotating member at a rotating member 673 position or the rotating member supplying air spring at a rotating position, such that the rotating member supplying air spring at a rate that the third position, such that the rotating member supplying air spring.

In another example (not shown), the valve 746a can include a plunger received in the valve chamber 745a, and a solenoid operatively connected to the plunger, the plunger configured to slide within the valve chamber 745a between a plurality of positions including a th position establishing pneumatic communication between the inlet port and the delivery port, a second position establishing pneumatic communication between the outlet port and the delivery port, and a third position establishing pneumatic communication between the delivery port and the cross-flow port.

In another example as shown in FIGS. 26A and 26B, valve 746A may include a cylindrical manifold 780 and a throttling element 790 telescopically received in manifold 780 such that adjustment element 790 is in sliding engagement with an inner surface of manifold 780 in configurations manifold 780 includes a plurality of openings 781-.

In the configurations, the throttling element 790 is configured to receive an electrical signal and slide along a longitudinal axis of the manifold 780 in response to receiving the electrical signal by sliding along the longitudinal axis of the manifold 780, the throttling element 790 is configured to control the exposure of the opening, the second opening, and the third opening 781-783 such that the valve 746a is configured to selectively supply air, remove air, or establish cross-flow for the associated air spring 730 a. the displacement of the throttling element 790 also controls the rate of air flow via the control unit 740a the throttling element 790 may also be set in a position that isolates the air spring 730a of the air management system 700 from all other components such that the air pressure of the air spring 730a remains static.

In another configuration (not shown), the throttling element is configured to rotate about a longitudinal axis of the manifold in response to receiving an electrical signal by rotating about the longitudinal axis of the manifold, the manifold is configured to control exposure of the opening, the second opening, and the third opening such that the valve 746a is configured to selectively supply air or remove air from the chamber of the air spring.

In another configuration (not shown), the manifold includes a plurality of openings disposed along a surface of the manifold, including a opening disposed proximate to a third end of the manifold, a second opening disposed proximate to a second end of the manifold, a third opening disposed between the and second openings and disposed on a side of the manifold opposite from the and second openings, and a fourth opening disposed between the and second openings, the opening is in direct pneumatic communication with the inlet port 741a, the second opening is in direct pneumatic communication with the outlet port 742a, the third opening is in direct pneumatic communication with the delivery port 744a, the fourth opening is in direct pneumatic communication with the cross-flow port 143a, in configurations, the throttling element is configured to receive an electrical signal and slide along a longitudinal axis of the manifold in response to receiving the electrical signal, by sliding along a longitudinal axis of the manifold, the throttling element is configured to control exposure of the , second, third, and fourth openings, such that the air spring 730a configuration of the air spring is maintained in a displacement control position relative to the air spring 730a pneumatic air spring.

Control unit 740a includes or more sensors 748a, a communication interface 749a, and a processing module 750a operatively coupled to or more sensors 748a and communication interface 749a in some configurations, control unit 740a may include a power source (not shown), such as a rechargeable battery and/or super capacitor integrated with housing 780a of control unit 740a, or located outside housing 780a of control unit 740a, to provide operating power to or more sensors, communication interface, and processing module.

In another arrangement , the height sensor may be an infrared sensor, wherein the sensor transmits infrared light through a transmitter, receives reflected infrared light through a receiver, and determines the axial spacing between the top and bottom plates based on the amount of infrared radiation reflected back to the receiver, the height sensor may be any other suitable type of air spring 748a, or any other suitable arrangement for monitoring the height of an air spring 730a, such as a linear air spring 730a, or a linear air pressure transducer, such as a pressure transducer, a pressure sensor, a pressure transducer, a pressure sensor, a pressure transducer, a.

Communication interface 749a may be any suitable device or component for relaying analog or digital signals to and from processing module 750a and control unit 740a of air management system 700a and/or other air springs 730a of other vehicle operating systems. In the illustrated configuration shown in fig. 19, air spring 730a includes a plurality of leads 735a that connect control unit 740a to control units 740a of other air springs 730a of air management system 700a and other vehicle operating systems (such as CAN, RSC, ESC, ABS, PTC, AEB, collision avoidance systems, etc.). Communication interface 749a is configured to receive any signals received from wired leads 735a and forward those signals to processing module 750 a. Communication interface 749a is configured to receive any signals generated by processing module 750a and transmit those signals via wired leads to control unit 740a of other air springs 730a of air management system 700 and other vehicle operating systems. Thus, the control unit 740a of each air spring 730a can be in electrical communication with the control units 740a of the other air springs 730a of the air management system 700 such that the control units can transmit data or commands directly to or receive data or commands from the control units 740a of the other air springs 730a without relaying signals via other system components.

Processing module 750a of control unit 740a may be any suitable device or component for receiving input signals from or more sensors 748a and communication interface 749a, and outputting commands to adjust the height of air springs 730a to a desired height based on the received input signals processing module 750a may include or more processors, a central processing unit, an application specific integrated circuit, a microprocessor, a digital signal processor, a microcontroller, or a microcomputer processing module 750a may also include a memory, such as a read only memory, to store all necessary software implementing control strategies and mathematical formulas for operation of control unit 740a processing module 750a may include an oscillator and clock circuit for generating a clock signal that allows processing module 750a to control the operation of control unit 740a processing module 750a may include a driver module, such as a drive circuit, operatively coupled to the valves such that processing module may selectively actuate the valves such that processing module 750a may send signals to the driver module in any suitable manner, such as via pulse width modulation or point-by-click, such that air spring 730a may be converted to a digital processing module 750a, or a processing module may receive a digital signal from a processing module 750a processing module that sends a signal to a processing module that receives a signal that is transmitted to a signal that may be converted to a digital signal that is transmitted to a processing module 750a, or a that may receive a signal that may be converted to a signal that may be transmitted to a processing module that may be received from a sensor 750a processing module that may receive a sensor 750a, or a processing module that may receive a digital signal that may be converted to a that may be transmitted to a that may be converted to a signal that may be converted to a sensor that may be used to determine a sensor 750a sensor that may be used to determine a sensor that may be used to determine a that may.

In operation, processing module 750a receives inputs from or more sensors 748a (such as height sensors and pressure sensors) to determine the height and internal air pressure of air spring 730 a. in return, processing module 750a commands communication interface 749a to transmit signals indicative of the spring height and internal air pressure of air spring 730a to control unit 740a of other air springs 730a of air management system 700 a. communication interface 749a may receive data signals from control unit 740a of other air springs 730a and forward them as inputs to processing module 750 a. processing module 750a then may determine the desired air pressure of its associated air spring 730a based on inputs from or more sensors 748a and data signals received from other air springs 730a of air management system 700, determine the desired air pressure of its associated air spring 730a based on the air spring height difference between air springs 730a and the air spring 730a, and the rate of air spring 730a, determine the desired air pressure of its associated air spring 730a, and determine the desired air pressure of its associated air spring 730a based on the height difference between the air spring 730a and the air spring 730a, and the rate of the air spring, thus the vehicle, the desired air pressure difference between the height and the vehicle, and the vehicle, and the vehicle, and the vehicle, and the vehicle, and the vehicle, and the vehicle, and the vehicle.

In configurations, each control unit 740a is configured to provide cross flow between the -th and second

pneumatic circuits

710a, 720a when neither air is supplied from supply tank 704a to air spring 730a nor air is removed from air spring 730a to atmosphere in operation, whenever processing module 750a determines that the height or air pressure of its associated air spring 730a does not need to be independently adjusted, processing module 750a actuates valve 746a to switch to its neutral state, establishing pneumatic communication between transfer port 744a and cross flow port 743 a. in configurations, processing module 750a is configured to provide a steady flow between its associated air spring 730a and the second spring height of the second air spring 730a in determining that the valve 748a is actuated to its neutral mode in the course of determining that the air spring 740a is actuated between the active mode and the neutral mode in determining that the air spring 730a is actuated between the active mode and the neutral mode in that the air spring 730a is disposed between the active mode and the second air spring height of the second air spring 730a in the cross flow control configuration, providing a steady flow between the air spring 730a and the air spring 730a control circuit 730a in the operating mode when determining that the air spring 730a pressure difference between the air spring 730a is disposed between the active mode of the vehicle 730a and the cross flow control circuit 730a, thereby eliminating the vehicle 730a, providing a steady travel between the vehicle in the cross flow control scheme including the cross flow between the vehicle 730a and the operating mode in which the vehicle 730a when the vehicle 730a is determined that the vehicle 730a is not providing the cross flow control scheme includes zero pressure difference between the operating mode in the operating mode, including the operating module 730a, the operating mode, the operating module 730a, including the operating mode, the operating module 730a, the operating mode, the operating system including the operating system, the operating.

In configurations, the processing module 750a is configured to receive measurement signals from one or more sensors 748a (such as height and pressure measurements of air springs 730 a) and to receive data signals from the communication interface 749 a. the data signals may include measurement signals from control units 740a of other air springs 730a of the air management system 700. based on the measurement and data signals, the processing module 750a is configured to calculate the current state of its associated air spring 730a, the current state of the other air springs 730a of the air management system 700, and the dynamic operating state of the vehicle. based on the calculated current state of the air spring 730a and the dynamic operating state of the vehicle, the processing module 750a is configured to determine to actuate the valve 746a between an active mode and a neutral mode, in configurations, the processing module 750a is configured to calculate the pressure or height differential between the air springs 730a of the air management system 400 based on the received measurement and data signals, the differential pressure or height differential between the air springs 730a of the air management system 400 is configured to be actuated in the active mode when the differential pressure or height differential between the air springs 730a is above a predetermined threshold, the air spring 740 is configured to reduce the differential pressure between the active mode of the vehicle, and control the vehicle may be controlled by controlling the vehicle at a roll speed between the cross-roll-active mode, when there is no further, there is a differential control unit 740 is a between the active differential mode, there is a being present in the active differential mode in the active mode, the differential control unit 740 being a control unit 740 being present a being a differential between the active mode being a being below the differential between the differential mode being present in the active mode being a differential between the active mode being a.

The vehicle pitch rate thus refers to the rate of angular movement of the vehicle about its lateral axis, which extends from the side of the vehicle to the opposite side.

Fig. 20 shows an air management system 700b including an air supply tank 704b, a -th pneumatic circuit 710b disposed on a -th side of the vehicle, and a second pneumatic circuit 720b disposed on a second side of the vehicle each pneumatic circuit 710b, 720b includes or more air springs 730b each air spring 730b includes a control unit 740b disposed within a chamber of an air spring 730b the air management system 700b also includes a system controller 770 operatively coupled to the air springs 730b the system controller 770 allows the air management system 700b to selectively supply air to or remove air from each air spring 730b of the air management system 700b as shown in fig. 20, a cross flow line 760b connects the control unit 740b of the air spring 730b in the -th pneumatic circuit 710b to the control unit 740b of the air spring 730b in the second pneumatic circuit 720b the system controller is configured to command each control unit 740b to provide air flow between neither the supply of air from the supply tank 704b to the air spring 730b nor the air spring 730b, nor the air spring 730b in the cross flow mode (i.e. two pneumatic circuits 730b, 539 b).

As shown in fig. 23, system controller 770 includes a processing module 772, which may be comprised of or more processors, central processing unit, application specific integrated circuit, microprocessor, digital signal processor, microcontroller, or microcomputer, system controller 770 includes a memory 774, such as a read only memory or random access memory, to store all necessary software to implement control strategies and mathematical formulas for operation of the system controller, system controller 770 includes a processing module 772 and a control unit for relaying signals to air management system 700b and/or other air springs 730b of other vehicle operating systems, a communication interface 776 that relays signals from and between the processing module and the control unit, system controller 770 includes a bus 778 that couples various components of the system controller to processing module 772, thus, system controller 770 is configured to receive all necessary inputs to calculate a desired air pressure for each air spring 730b of air management system 700b, determine necessary air flow rates to alter the air pressure for each air spring 730b of air management system 700b, and relay the air flow commands for air flow out of air management system 730b or for air control unit 730b that supplies air to air management system 740.

Similar to the control unit 740a shown in fig. 22, the control unit 740b shown in fig. 24 includes an inlet port 741b disposed along an -th surface of the housing 780b, an outlet port 742b disposed along a -th surface of the housing 780b, a cross-flow port 743b disposed along a -th surface of the housing 780b, a delivery port 744b disposed along a second surface of the housing 780b, a valve 746b, or more sensors 748b disposed in a valve chamber 745b, a communication interface 749b, and a processing module 750b operatively coupled to or more sensors 748b and the communication interface 749b the control unit 740b differs from the control unit 740a shown in fig. 22 in that the communication interface 749b includes an antenna (not shown) configured to wirelessly communicate with a system controller 770.

The system controller 770 and the control units 740b are linked to operate as a closed loop control system to adjust the height of each air spring 730b to a desired height based on monitored operating conditions of the vehicle in operation, each control unit 740b transmits signals indicative of the spring height and internal air pressure of its associated air spring 730b to the system controller 770. in turn, the system controller 770 determines a desired air pressure and a desired volumetric flow rate based on the signals received from the control unit 740b to remove or supply air to each air spring 730 b.

In the configurations, system controller 770 is configured to provide cross flow between the and second pneumatic circuits 710b, 720b when neither air is supplied to air spring 730b from supply tank 704b nor removed from air spring 730b to atmosphere, hi operation, whenever system controller 770 determines that the height of air spring 730b does not need to be independently adjusted, system controller 770 transmits a command signal to control units 740b to actuate its respective valve 746b to its neutral mode, system controller 770 may determine to command each control unit 740b to switch to its neutral mode based on a height measurement signal received from control unit 740b once each control unit 740b actuates its associated valve 746b to its neutral mode, pneumatic communication may be established between air spring 730b in pneumatic circuit 710b and air spring 730b in second pneumatic circuit 720b via cross flow line 760b, thus, the pressure differential between the air springs on the vehicle disposed on opposite sides of the air spring 730b is eliminated, providing more stable travel for the vehicle 730.

FIG. 21A shows an air management system 800 including an air supply tank 804, a pneumatic circuit 810 disposed on an side of the vehicle, and a second pneumatic circuit 820 disposed on a second side of the vehicle, each

pneumatic circuit

810, 820 including or more air springs 830, the air management system 800 also includes a system controller 840 and a plurality of valves 850 operatively coupled to the system controller 840. referring to FIG. 21A, of the valves 850 are disposed in the pneumatic circuit 810 and the other of the valves 850 are disposed in the second pneumatic circuit 820. the system controller 840 allows the air management system 800 to selectively supply air to or remove air from each air spring 830 of the air management system 800 by actuating the plurality of valves 850.

As shown in FIG. 21A, a cross-flow line 860 connects valves 850 in the pneumatic circuit 810 to valves 850 in the second pneumatic circuit 820, thereby establishing a pneumatic connection between the pneumatic circuit and the air springs 830 of the second

pneumatic circuit

810, 820, each valve 850 is configured to switch between a plurality of states, including a mode in which air is released from the air springs 830, a second mode in which air is supplied to the springs 830, a neutral mode in which the air springs 830 are pneumatically connected to the cross-flow line 860.

Referring to FIG. 21A, a height sensor 870 is disposed in the ceiling 832 of each air spring 830 and is configured to continuously monitor the height of its associated air spring 830. Height sensor 870 may be any suitable device for monitoring the axial height of an air spring, such as the examples described above. Each height sensor 870 is wired to system controller 840 such that each height sensor 870 can transmit a signal to system controller 840 indicative of the height of its associated air spring 830. In other configurations, the air management system 800 may include an air pressure sensor disposed in the top plate 832 of each air spring 830. The air pressure sensor is configured to monitor the air pressure of its associated air spring 830 and to indicate a signal of the air pressure of its associated air spring.

Similar to the system controller shown in fig. 23, the system controller 840 shown in fig. 25 includes a processing module 842 for determining a desired air pressure and flow rate for each air spring 830 of the air management system 800, a communication interface 8464 for relaying signals to and from the processing module 842 and the height sensors of the air springs 830, a memory 844 for storing all necessary software to implement control strategies and mathematical formulas for operation of the system controller 840, and a bus 848 connecting the communication interface 846 and the memory 844 to the processing module 842 the system controller 840 also includes operatively linking the processing module 842 to each valve 850 such that the system controller 840 may selectively actuate a driver module 845, such as a drive circuit, of the valve 850.

In configurations, system controller 840 is configured to provide cross flow between the and second

pneumatic circuits

810, 820 when neither air is supplied to air springs 830 from supply tank 804 nor removed from air springs 830 to atmosphere in operation, whenever system controller 840 determines that air does not need to be removed or added to air springs 830, system controller 840 actuates each valve 850 to its neutral mode.

FIG. 21B illustrates an configuration air management system 800 '. the air management system 800' is similar to the air management system 800 of FIG. 21A except that the system controller 840 'includes a single valve 850' that is pneumatically connected to each air spring 830 of the air management system 800 'so the system controller 840' can selectively supply or remove air from the air springs 830 via the use of only valves 850 'in configurations the system controller 840' is configured to calculate the difference between the air pressures of the air springs 830 based on measurement signals received from the sensors.

In each of the configurations of the air management system shown in fig. 19-21B, the control unit or system controller may be configured to perform a dump cycle such that air is simultaneously released from each air spring of the air management. In each of the air management systems shown in fig. 19-21B, the air management system may include a user interface unit operatively coupled to the control unit or system controller and configured to transmit commands to the system controller or control unit to perform a dump cycle such that air is released from all of the air springs. The user interface unit may be disposed in a vehicle dashboard or configured as an application that is downloaded on a display device, such as a smartphone or handheld computer.

All configurations of the air management system described herein may be incorporated with any type of vehicle, trailer, or trailer, including, but not limited to, sport utility vehicles, passenger vehicles, racing vehicles, pick-ups, dump trucks, freight vehicles, any type of trailer including trailers for ships, cattle, horses, heavy equipment, towing, agricultural practices (e.g., granule spreaders, fertilizer spreaders, and other types of sprinklers, feeders, and spreaders), liquid-towed vehicles, baffled and unbaffled tank trucks, mechanical equipment, towing equipment, rail vehicles, land-rail utility vehicles, trams, and any other type of chassis having air bags, and the like.

In exemplary embodiments, it has been observed that truck tires having an average life of 100,000km when installed on a truck not equipped with the air management system described herein experience significantly reduced wear when installed on the same truck equipped with the air management system described herein.

The air management system described herein has been found to significantly reduce the unsafe effects of wind cuts on vehicles traveling at high speeds (in particular, truck trailers). wind cuts make trucks towing trailers traveling at highway speeds unstable and have caused such trailers to roll over, resulting in destructive damage and loss of life, cargo loss, and multiple vehicle crashes.in exemplary embodiments, trailers and recreational vehicles equipped with the air management system described herein can be significantly more stable and resistant to wind cuts at highway speeds.

In exemplary embodiments, it has been observed that road noise, vibration, and discomfort are significantly reduced, enabling drivers who previously were only driving large vehicles for hundreds of miles per day, possibly due to discomfort, to drive significantly longer distances due to reduced pain, discomfort, and fatigue.

The air management system described herein has been found to significantly reduce or even eliminate vehicle jerk-ting during braking. Such jerks may cause unsafe conditions, cause high levels of discomfort to the driver and passengers, and apply increased pressure to numerous vehicle components. By reducing and in many cases eliminating this jerk, unexpected and significant safety and comfort advantages are achieved as additional unexpected advantages of the disclosed invention.

In exemplary embodiments, it has been observed that trucks that need to drive through uneven and/or slippery terrain using four-wheel drive mode (when not equipped with the air management system described herein) are able to drive through the same terrain in two-wheel drive mode without losing traction and becoming stationary.

The air management system described herein may enhance braking effectiveness. In vehicles equipped with electronic stability systems, such as any Electronic Stability Control (ESC) including, but not limited to, Electronic Stability Program (ESP), Dynamic Stability Control (DSC), Vehicle Stability Control (VSC), Automatic Traction Control (ATC), the air management system described herein has been found to reduce the incidence of such electronic systems applying braking because the vehicle remains in a horizontal and stable position, and thereby avoids activation of such electronic systems, which may enhance braking effectiveness and longevity.

In this context, the phrase "independently adjust" refers to a state in which the leveling valve is adjusting the air pressure of the air springs in the pneumatic circuits while the leveling valve is not in pneumatic communication with any components of the other pneumatic circuit.

As used herein, the terms "substantially" and "substantially" refer to a substantial degree or range. When used in conjunction with, for example, an event, circumstance, characteristic, or attribute, the term can refer to the exact occurrence of the event, circumstance, characteristic, or attribute, as well as the approximate occurrence of the event, circumstance, characteristic, or attribute, such as accounting for typical tolerance levels or variability of the examples described herein.

As used herein, the term "about" when used in connection with a numerical value should be interpreted to include any value that is within 5% of the stated value. Furthermore, recitation of the terms about and about with respect to a range of values is to be interpreted to include the upper and lower limits of the range.

As used herein, the terms "attached," "connected," or "secured" are to be construed as including two elements that are secured to one another at or do not contact one another.

The present invention includes methods, kits and systems for retrofitting vehicles that have been manufactured without including (but not limited to) air springs of coil spring or leaf spring suspension systems as an improvement to such vehicles by providing a kit that includes an air tank, a compressor, pneumatic valves on each of the left and right sides of the vehicle with symmetrically and dynamically balanced volume and pressure, at least air springs connected to each pneumatic valve with symmetrically and dynamically balanced volume and pressure, and a plurality of air hoses connecting air management system components as described and illustrated herein.

Furthermore, the limitations of the following claims are not to be interpreted in a patent-based manner, unless and until such claims limitations explicitly use the phrase "means for" followed by a recitation of no other structure.

Various embodiments of the present disclosure include or more of:

an air management system for a vehicle, comprising a pneumatic circuit having a leveling valve configured to independently adjust a height of a side of the vehicle, a second pneumatic circuit having a second leveling valve configured to independently adjust a height of a second side of the vehicle, and a cross flow line connecting the leveling valve with the second leveling valve, wherein the leveling valve and the second leveling valve are configured to establish pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the leveling valve does not independently adjust the height of the side of the vehicle and the second leveling valve does not independently adjust the height of the second side of the vehicle.

2. The air management system of clause 1, wherein the -th leveling valve and the second leveling valve each include a housing body and a control arm pivotably connected to a shaft extending through the housing body, and the control is configured to pivot from a neutral position to or more responsive positions.

3. The air management system of either item 1 or 2, wherein the leveling valve and the second leveling valve are configured to establish pneumatic communication between the pneumatic circuit and second pneumatic circuit when the control arms of both the leveling valve and the second leveling valve are set in the neutral position, and the leveling valve and the second leveling valve are configured to prevent pneumatic communication between the pneumatic circuit and second pneumatic circuit when the control arms of of the leveling valve and the second leveling valve are set to the or more response positions.

4. The air management system of of any of items 1-3, wherein the th and the second leveling valve each comprise a control arm sensor configured to detect the position of the control arm.

5. The air management system of in any of items 1-4, further comprising a control unit in electrical communication with each control arm sensor, wherein each control arm sensor is configured to transmit the position of the control arm to the control unit as a control arm position input, and the control unit is configured to determine a vehicle height relative to an axle at the th and second sides of the vehicle based on the control arm position input.

6. The air management system of of any of clauses 1-5, wherein the pneumatic circuit includes a group of air springs disposed on a 0 th side of the vehicle, a th supply tank, a number of air lines pneumatically connecting the group of air springs with the leveling valve, and a th supply line pneumatically connecting the leveling valve with the th supply tank, and the second pneumatic circuit includes a second group of air springs disposed on a second side of the vehicle, a second supply tank, a second number of air lines pneumatically connecting the second group of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank.

7. The air management system of any of clauses 1-6, wherein the and second pluralities of air lines have substantially the same diameter and length, and the and second supply lines have substantially the same diameter and length.

8. The air management system of any of clauses 1-7, wherein the leveling valve and the second leveling valve are each rotary valves comprising a housing body and a rotary disk configured to rotate within the housing body to alter communication between the pneumatic circuit and a second pneumatic circuit.

9. The air management system of of any of clauses 1-8, wherein the leveling valve and the second leveling valve each comprise a manifold housing, a valve element disposed in a bore of the manifold housing, and an electronic actuator, wherein the valve element is configured to move to or more positions in the bore of the manifold housing, the or more positions include at least a neutral position that establishes pneumatic communication between the th and second pneumatic circuits, and a supply position that supplies air from a supply tank to the respective pneumatic circuit, and an exhaust position that removes air from the respective pneumatic circuit to atmosphere, and the electronic actuator is configured to trigger movement of a plunger between the or more positions.

10. The air management system of any of clauses 1-9, wherein the valve element is selected from the group consisting of a plunger, a rotating disk, and a poppet valve.

11. The air management system of any of clauses 1-10, wherein the electronic actuator is selected from the group consisting of a solenoid, a servo motor, and a stepper motor.

12. The air management system of in any one of items 1-11, further comprising a control module in electrical communication with the electronic actuator of each leveling valve, wherein the control module is configured to transmit a command to each electronic actuator to trigger movement of the valve element between the neutral, supply, and exhaust positions.

13. The air management system of of any of items 1-12, further comprising or more leveling sensors, wherein each leveling sensor is configured to detect a vehicle height relative to an axle along a position of the vehicle and transmit the detected vehicle height to the control module as a vehicle leveling input, and the control module is configured to determine a vehicle height relative to the axle at the side and the second side of the vehicle based on the vehicle leveling input.

14. The air management system of of any of claims 1-13, wherein the pneumatic circuit comprises or more air springs and the second pneumatic circuit comprises or more air springs, and wherein the leveling valve and the second leveling valve are each electronically actuated valves disposed in chambers of respective air springs.

15. The air management system of of any of items 1-14, wherein the leveling valve and the second leveling valve each comprise a cylindrical manifold, a valve member disposed in the manifold and in sliding engagement with an inner surface of the manifold, and an electronic actuator operatively coupled to the valve member, wherein the manifold comprises a plurality of openings disposed along a side surface of the manifold, and the electronic actuator is configured to actuate the valve member to slide along a longitudinal axis of the manifold, controlling exposure of the plurality of openings such that a respective leveling valve is configured to selectively (i) supply air to a respective pneumatic circuit, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross flow between the pneumatic circuit and a second pneumatic circuit.

16, a leveling valve comprising an upper housing mounted on a lower housing to form a valve body, wherein the valve body defines a chamber extending between the upper housing and the lower housing, the lower housing comprising a plurality of ports in communication with the chamber, wherein the plurality of ports comprises a supply gas port, an exhaust gas port, or more spring ports, and a cross-flow port, a control arm having a end attached to a shaft extending through an upper surface of the upper housing, wherein the control arm is configured to rotate with respect to the valve body in response to expansion or compression of a vehicle suspension, a rotary disk disposed in the chamber of the valve body and connected to the control arm by the shaft, wherein the rotary disk is configured to rotate with respect to a support element within the chamber of the valve body, and wherein the rotary disk is configured to establish communication between neither the or more spring ports nor the supply gas port, nor the or more cross-flow ports when communication is established between the or more spring ports and the exhaust gas port.

17. The leveling valve of claim 16, wherein the lower housing comprises a dump port, wherein the cross-flow port is disposed on a th side of the lower housing and the dump port is disposed on a second side of the lower housing opposite the th side.

18. The leveling valve of in clauses 16-17, wherein the control arm induces the rotating disk to rotate between a plurality of angular positions to alter communication between the air supply port, the air exhaust port, the or more spring ports and the cross-flow port, wherein the plurality of angular positions comprise (i) a neutral position wherein the or more spring ports are in pneumatic communication with the cross-flow port and neither the air supply port nor the air exhaust port is in pneumatic communication with the or more spring ports, (ii) a supply position wherein the or more spring ports are in pneumatic communication with the air supply port and neither the air exhaust port nor the cross-flow port is in pneumatic communication with the or more spring ports, and (iii) an exhaust position wherein the or more spring ports are in pneumatic communication with the air exhaust port and neither the air supply port nor the cross-flow port is in pneumatic communication with the or more spring ports.

19. The leveling valve of any of clauses 16-18, wherein the lower housing comprises a surface that mates with a lower surface of the upper housing, wherein the surface defines a supply hole that is in direct communication with the gas supply port, a vent hole that is in direct communication with the vent port, and a reservoir cavity that is in direct communication with the or more spring ports.

20. The leveling valve of any of items 16-19, wherein the rotating disk comprises a central aperture for receiving the shaft, a plurality of oblong slots, and cross flow slots, wherein the plurality of oblong slots and cross flow slots are spaced around the central aperture, wherein a dead zone is defined therebetween and along an edge of the rotating disk.

21. The leveling valve of any of clauses 16-20, wherein each oblong cavity is configured to at least partially cover the reservoir cavity of the lower housing and the cross flow slot above is configured to cover the cross flow hole of the lower housing when the rotating disk is set in the neutral position.

22. The leveling valve of any of clauses 16-20, wherein the oblong slot is symmetrically spaced apart from a central axis extending along a face of the rotating disk and the cross flow groove covers the central axis.

23, A method for controlling stability of a vehicle, the method comprising providing an air management system comprising a pneumatic circuit having a leveling valve configured to independently adjust a height of a side of the vehicle, a second pneumatic circuit having a second leveling valve configured to independently adjust a height of a second side of the vehicle, and a cross flow line connecting the leveling valve with the second leveling valve, establishing pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the leveling valve does not independently adjust the height of the side of the vehicle and the second leveling valve does not independently adjust the height of the second side of the vehicle through the leveling valve and the second leveling valve.

24. The method of claim 23, wherein the th leveling valve and the second leveling valve each comprise a housing and a control arm pivotably connected to a shaft extending through the housing, and the control arm is configured to pivot from a neutral position to or more response positions.

25. The method of item 24, further comprising establishing pneumatic communication between the pneumatic circuit and the second pneumatic circuit through the leveling valve and the second leveling valve when the control arms of both the leveling valve and the second leveling valve are set in the neutral position, and preventing pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the control arms of of the leveling valve and the second leveling valve are set to the or more response positions through the leveling valve and the second leveling valve.

26. The method of any of items 23-25, wherein the pneumatic circuit includes a group of air springs disposed on a 0 side of the vehicle, a supply tank, a number of air lines pneumatically connecting the group of air springs with the leveling valve, and a supply line pneumatically connecting the leveling valve with the supply tank, and the second pneumatic circuit includes a second group of air springs disposed on a second side of the vehicle, a second supply tank, a second number of air lines pneumatically connecting the second group of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank.

27. The method of any of clauses 23-26, wherein the and second pluralities of air lines have substantially the same diameter and length, and the and second supply lines have substantially the same diameter and length.

28. The method of any of clauses 23-27, wherein the pneumatic circuit includes or more air springs and the second pneumatic circuit includes or more air springs, and wherein the leveling valve and the second leveling valve are each electronically actuated valves disposed in chambers of respective air springs.

29. The method of any of clauses 23-28, wherein the leveling valve and the second leveling valve each comprise a cylindrical manifold, a valve member disposed in the manifold and in sliding engagement with an inner surface of the manifold, and an electronic actuator operatively coupled to the valve member, wherein the manifold comprises a plurality of openings disposed along a side surface of the manifold, and the electronic actuator is configured to actuate the valve member to slide along a longitudinal axis of the manifold, controlling exposure of the plurality of openings such that a respective leveling valve is configured to selectively (i) supply air to a respective pneumatic circuit, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross-flow between the pneumatic circuit and the second pneumatic circuit.

30. A method for adjusting the air pressure of an air management system of a vehicle, the air management system including or more supply tanks, a 1-th pneumatic circuit disposed on the side of the vehicle, and a second pneumatic circuit disposed on a second side of the vehicle, the method including independently adjusting the air pressure of the -th pneumatic circuit by a leveling valve such that the leveling valve supplies air from the or more supply tanks to the -th pneumatic circuit or removes air from the -th pneumatic circuit to atmosphere, independently adjusting the air pressure of the second pneumatic circuit by a second leveling valve such that the second leveling valve supplies air from the or more supply tanks to the second pneumatic circuit or removes air from the second pneumatic circuit to atmosphere, and only setting the neutral pneumatic circuit in both the leveling valve and the second leveling valve to either establish communication between the neutral pneumatic circuit or the atmospheric supply circuit and neither the second pneumatic circuit -the second pneumatic circuit.

31. The method of claim 30, wherein each leveling valve comprises a housing body including an air supply port connected to the air supply tank, an exhaust port for exhausting air to atmosphere, or more ports connected to or more air springs, and a cross-flow port connected to the other of the leveling valve or the second leveling valve.

32. The method of item 31, wherein each leveling valve comprises a valve element disposed in a chamber of the housing body and an actuator configured to trigger movement of the valve element, wherein the valve element is configured to move between a plurality of positions to alter communication between the plurality of ports.

33. The method of item 32, wherein the plurality of positions comprises a neutral position establishing pneumatic communication between the th pneumatic circuit and the second pneumatic circuit, a supply position supplying air from the or more air supply tanks to the respective pneumatic circuits, and an exhaust position removing air from the respective pneumatic circuits to atmosphere.

34. The method of clause 32 or 33, wherein the valve element is selected from the group consisting of: plunger, rotary disk and poppet valve.

35. The method of any of clauses 32-34, wherein the actuator is a control arm pivotably connected to a shaft extending through the housing body and the valve element is a rotating disk.

36. The method of any of clauses 32-35, wherein the control arm is configured to pivot from a neutral position to or more response positions, and each leveling valve is set in the neutral mode when the control arm is set in the neutral position, and each leveling valve independently adjusts the air pressure of a respective pneumatic circuit when the control arm is set to the or more response positions.

37. The method of any of clauses 32-36, wherein the actuator is an electronic actuator selected from the group consisting of a solenoid, a servo motor, and a stepper motor.

38. The method of clause 37, further comprising a control module in electrical communication with the electronic actuator of each leveling valve, wherein the control module is configured to transmit a command to each electronic actuator to trigger movement of the valve element between the plurality of positions.

39. The method of clause 38, further comprising or more leveling sensors, wherein each leveling sensor is configured to detect a vehicle height relative to an axle along a position of the vehicle and transmit the detected vehicle height to the control module as a vehicle leveling input, and the control module is configured to determine a vehicle height relative to the axle at the th and second sides of the vehicle based on the vehicle leveling input.

40. The method of any of clauses 30-39, wherein the pneumatic circuit includes a 1 th group of air springs disposed on the 0 th side of the vehicle, a number of air lines pneumatically connecting the 2 th group of air springs with the th leveling valve, and a th supply line pneumatically connecting the leveling valve with at least of the or more supply tanks, and the second pneumatic circuit includes a second group of air springs disposed on the second side of the vehicle, a second number of air lines pneumatically connecting the second group of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with at least of the or more supply tanks.

41. The method of any of clauses 30-40, wherein the pneumatic circuit comprises or more air springs and the second pneumatic circuit comprises or more air springs, and wherein the leveling valve and the second leveling valve are each electronically actuated valves disposed in chambers of respective air springs.

42, A control unit associated with an air spring of an air management system for a vehicle, the control unit including a housing configured to mount to a ceiling of the air spring, wherein the housing includes a valve chamber, a valve disposed in the valve chamber, wherein the valve is configured to switch between a plurality of modes including (i) an active mode in which the valve independently adjusts a height of the associated air spring, and (ii) a neutral mode in which the valve establishes pneumatic communication between the associated air spring and a cross flow line connected to a second air spring of the air management system when the valve is not in the active mode, or more sensors configured to monitor at least conditions of the air spring and generate measurement signals indicative of the at least conditions of the air spring, a communication interface configured to transmit and receive profile signals to and from a second control unit associated with the second air spring of the air management system, and a processing module operatively coupled to the valve 56, the communication interface configured to receive the profile signals from the plurality of sensors, and wherein the communication interface is configured to receive the profile signals from the plurality of sensors (i) and the communication interface and the plurality of sensors based on the actuation mode and the measurement signals received from the communication interface 46 and the communication module.

43. The control unit of item 42, wherein the housing comprises: an inlet port configured to receive a flow of air from an air source; an outlet port configured to release air to the atmosphere; a cross-flow port configured to connect to the cross-flow line to which the second air spring of a suspension system is connected; and a transfer port configured to supply and release air to and from a chamber of the air spring, wherein the valve chamber is connected to the inlet port, the outlet port, and the transfer port through a plurality of passages.

44. The control unit of clause 42 or 43, wherein the or more sensors include an elevation sensor configured to monitor the elevation of the air spring and generate a signal indicative of the elevation of the air spring.

45. The control unit of item 44, wherein the height sensor is an ultrasonic sensor, an infrared sensor, an electromagnetic wave sensor, or a potentiometer.

46. The control unit of any of clauses 42-45, wherein the processing module is configured to consider a difference between a spring height of its associated air spring and a second spring height of the second air spring in determining to actuate the valve between the active mode and the neutral mode.

47. The control unit of any of clauses 42-46, wherein the valve chamber, the valve, and the process module are mounted below the top plate and disposed in the chamber of the air spring.

48. The control unit of any of clauses 42-47, wherein the valve chamber, the valve, and the process module are mounted above the top plate and disposed outside of the chamber of the air spring.

49. The control unit of any of clauses 42-48, wherein the valve comprises a cylindrical manifold, a valve member disposed in the manifold and in sliding engagement with an inner surface of the manifold, and an electronic actuator operatively coupled to the valve member and the processing module, wherein the manifold comprises a plurality of openings disposed along a side surface of the manifold, and the electronic actuator is configured to actuate the valve member to slide along a longitudinal axis of the manifold, controlling exposure of the plurality of openings such that the valve switches between the active mode and the neutral mode.

An air management system for a vehicle comprising a -th pneumatic circuit having or more air springs disposed at the -th side of the vehicle, a second pneumatic circuit having or more air springs disposed on the second side of the vehicle, and or more cross flow lines, wherein each cross flow line extends from an air spring associated with the -th pneumatic circuit to an air spring associated with the second pneumatic circuit, wherein each air spring comprises a control unit, and each control unit comprises a housing configured to mount to a ceiling of the associated air spring, wherein the housing comprises a valve chamber, a valve disposed in the valve chamber 865, wherein the valve is configured to switch between a plurality of modes including (i) an active mode wherein the valve independently adjusts the associated height, and (ii) a neutral mode wherein the valve is configured to switch between the associated air spring and the corresponding air spring when the valve is not in the active mode, wherein the valve is configured to communicate with the air spring and the associated air spring via at least one of the plurality of communication interface sensors, and (ii) receive signals from the plurality of communication interface sensors, the associated signal processing module 3625, the signal processing module, and the other communication module receives signals from the plurality of the communication interface module, and the communication module, wherein the communication module receives signals from the plurality of the associated signal processing module, the signal processing module, and the processing module, wherein the processing module, and the processing module receives signals, and the signal processing module, and the processing module, wherein the processing module, and the processing module.

51. The air management system of item 50, comprising a system controller in electrical communication with the communication interface of each control unit of the air management system, and wherein the system controller is configured to: (i) receive a measurement signal from each control unit of the air management system, (ii) determine a desired volumetric flow rate for removing air from or supplying air to the chamber of each air spring of the air management system based on the received measurement signal, and (iii) transmit a command to each control unit of the air management system such that each control unit actuates its associated valve between the active mode and the neutral mode.

52. The air management system of clause 50 or 51, wherein the housing comprises: an inlet port configured to receive a flow of air from an air source; an outlet port configured to release air to the atmosphere; a cross-flow port configured to connect to the cross-flow line of the second air spring to which the air management system is connected; and a transfer port configured to supply and release air to and from a chamber of the air spring, wherein the valve chamber is connected to the inlet port, the outlet port, and the transfer port through a plurality of passages.

53. The air management system of any of clauses 50-52, wherein the valve chamber, the valve, and the process module are mounted below the top plate and disposed in the chamber of the air spring.

54. The air management system of any of clauses 50-53, wherein the valve chamber, the valve, and the process module are mounted above the top plate and disposed outside of the chamber of the air spring.

55, method for controlling stability of a vehicle including an air management system, wherein the air management system includes a pneumatic circuit having or more air springs disposed at a side of the vehicle, a second pneumatic circuit having or more air springs disposed on a second side of the vehicle, and or more cross flow lines, wherein each cross flow line extends from an air spring associated with the pneumatic circuit to an air spring associated with the second pneumatic circuit, the method including monitoring height and air pressure of a respective air spring through a height sensor and an air pressure sensor, generating a signal indicative of the height and air pressure of the respective air spring through the height sensor and the air pressure sensor, receiving the signal indicative of the height and air pressure of the respective air spring through a processing module, calculating a height differential and a pressure differential flow rate of the respective air spring through the processing module based on the received signal indicative of the height and air pressure of the respective air spring, determining whether to independently adjust the air spring and the air pressure or whether the air pressure is disposed in the air spring and air spring, wherein the cross flow mode is established in communication with the respective air spring and air spring, wherein the cross flow line is in communication with the processing module () when the height and air pressure mode is not established.

56. A method for reducing vehicle jerk upon braking, avoiding rollover of a vehicle, trailer or trailer due to wind shear or rapidly changing road conditions, extending tire life of tires on a vehicle, reducing brake wear of a vehicle, and/or increasing traction of a vehicle, comprising providing a vehicle equipped with an air management system according to any of clauses 1 to 55, driving the vehicle under changing road conditions, managing air in a plurality of pneumatic circuits in the vehicle according to any of clauses 1 to 55 such that the vehicle is subjected to at least of reducing vehicle jerk upon braking, avoiding rollover of the vehicle or a trailer or trailer attached thereto, extending tire life of tires on the vehicle, reducing brake wear of the vehicle, and/or increasing traction of the vehicle.

A kit of 57, comprising two or more symmetrically and dynamically balanced volume and pressure pneumatic valves, at least air springs configured to connect to each symmetrically and dynamically balanced volume and pressure pneumatic valve, a plurality of air hoses configured to connect the air management components as described and illustrated in any of items 1-56, , and optionally including an air box, a compressor, a pressure protection valve, and/or a dump valve.

58. an air management system for a vehicle, the air management system comprising a pneumatic circuit having a leveling valve configured to independently adjust a height of a side of the vehicle, a second pneumatic circuit having a second leveling valve configured to independently adjust a height of a second side of the vehicle, and a cross flow line connecting the leveling valve with the second leveling valve, wherein the leveling valve and the second leveling valve are configured to establish pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the leveling valve does not independently adjust the height of the side of the vehicle and the second leveling valve does not independently adjust the height of the second side of the vehicle, wherein the air management system is configured to perform the method of item 30.

59. The air management system of item 58, further comprising the subject matter of any of items 2 to 14.

Air management system for a vehicle comprising a -th pneumatic circuit having or more air springs disposed at the -th side of the vehicle, a second pneumatic circuit having or more air springs disposed on the second side of the vehicle, and or more cross flow lines, wherein each cross flow line extends from an air spring associated with the -th pneumatic circuit to an air spring associated with the second pneumatic circuit, wherein each air spring comprises a control unit, and each control unit comprises a housing configured to mount to a ceiling of the associated air spring, wherein the housing comprises a valve chamber, a valve disposed in the valve chamber 865, wherein the valve is configured to switch between a plurality of modes including (i) an active mode wherein the valve independently adjusts the height of the associated air spring, and (ii) an active mode wherein the valve is configured to switch between the associated air spring and the corresponding air spring, wherein the associated air spring adjusts the height when the valve is not in the active mode, wherein the valve is configured to communicate with the associated air spring with the air spring via the air spring , and to receive signals from the plurality of sensors or other sensors via the communication interface 3655, wherein the communication interface is configured to receive signals from the plurality of the associated signal processing module 3625, and the signal processing module, and wherein the signal processing module is configured to receive signals from the plurality of the signal processing module, and wherein the signal processing module is configured to receive signals from the signal processing module, and the signal processing module, wherein the signal processing module, and the signal processing module, wherein the processing module, and the processing module is configured to receive signals from the signal processing module, and wherein the signal processing module, and the processing module, wherein the processing module, and wherein the processing module.

61. The air management system of item 60, further comprising the subject matter of any of items 52-54.

The present disclosure includes ornamental designs for a leveling valve, its lower housing, its top housing, or more rotating disks, a shaft, and any other embodiments of the invention as shown and described.

Although the subject matter of the present invention, including various combinations and subcombinations of features, has been described and shown in considerable detail with reference to certain illustrative embodiments, those skilled in the art will readily appreciate other embodiments and variations and modifications thereof as are within the scope of the invention. Furthermore, the description of such implementations, combinations, and subcombinations is not intended to convey that the claimed subject matter requires a feature or combination of features other than those explicitly recited in the claims. Accordingly, the scope of the disclosure is intended to be encompassed within the spirit and scope of the following appended claims.

Claims

an air management system for a vehicle, said air management system comprising:

an pneumatic circuit having a leveling valve configured to independently adjust a height of a th side of the vehicle;

a second pneumatic circuit having a second leveling valve configured to independently adjust a height of a second side of the vehicle; and

a cross-flow line connecting the leveling valve with the second leveling valve;

wherein the leveling valve and the second leveling valve are configured to establish pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the leveling valve does not independently adjust the height of the side of the vehicle and the second leveling valve does not independently adjust the height of the second side of the vehicle.
2. The air management system of claim 1, wherein the -th leveling valve and the second leveling valve each comprise a housing body and a control arm pivotably connected to a shaft extending through the housing body, and the control arm is configured to pivot from a neutral position to one or more responsive positions.
3. The air management system of claim 2, wherein the leveling valve and the second leveling valve are configured to establish pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the control arms of both the leveling valve and the second leveling valve are set in the neutral position, and the leveling valve and the second leveling valve are configured to prevent pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the control arms of of the leveling valve and the second leveling valve are set to the or more response positions.
4. The air management system of claim 2, wherein said -th leveling valve and said second leveling valve each comprise a control arm sensor configured to detect said position of said control arm.
5. The air management system of claim 4, further comprising a control unit in electrical communication with each control arm sensor, wherein each control arm sensor is configured to communicate the position of the control arm to the control unit as a control arm position input, and the control unit is configured to determine a vehicle height relative to an axle at the second side and the second side of the vehicle based on the control arm position input.
6. The air management system of claim 1 wherein said pneumatic circuit comprises a th set of air springs disposed on a th side of said vehicle, a th supply tank, a th plurality of air lines pneumatically connecting said th set of air springs with said th leveling valve, and a th supply line pneumatically connecting said th leveling valve with said th supply tank, and

the second pneumatic circuit includes: a second set of air springs disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank.
7. The air management system of claim 6, wherein said th plurality of air lines and said second plurality of air lines have substantially the same diameter and length, and said th supply line and said second supply line have substantially the same diameter and length.
8. The air management system of claim 1, wherein the leveling valve and the second leveling valve are each rotary valves comprising a housing body and a rotary disk configured to rotate within the housing body to alter communication between the pneumatic circuit and the second pneumatic circuit.
9. The air management system of claim 1, wherein the leveling valve and the second leveling valve each comprise a manifold housing, a valve element disposed in a bore of the manifold housing, and an electronic actuator, wherein the valve element is configured to move to or more positions in the bore of the manifold housing, the or more positions comprise at least a neutral position that establishes pneumatic communication between the pneumatic circuit and the second pneumatic circuit, a supply position that supplies air from a supply tank to the respective pneumatic circuit, and an exhaust position that removes air from the respective pneumatic circuit to atmosphere, and the electronic actuator is configured to trigger movement of a plunger between the or more positions.
10. The air management system of claim 9, wherein said valve element is selected from the group consisting of: plunger, rotary disk and poppet valve.
11. The air management system of claim 9, wherein said electronic actuator is selected from the group consisting of: solenoids, servo motors, and stepper motors.
12. The air management system of claim 9, further comprising a control module in electrical communication with the electronic actuator of each leveling valve, wherein the control module is configured to transmit a command to each electronic actuator to trigger movement of the valve element between the neutral, supply, and exhaust positions.
13. The air management system of claim 12, further comprising or more leveling sensors, wherein each leveling sensor is configured to detect a vehicle height relative to an axle along a position of the vehicle and transmit the detected vehicle height to the control module as a vehicle leveling input, and the control module is configured to determine a vehicle height relative to the axle at the side and the second side of the vehicle based on the vehicle leveling input.
14. The air management system of claim 1 wherein said pneumatic circuit includes or more air springs and said second pneumatic circuit includes or more air springs, and

wherein the leveling valve and the second leveling valve are each electronically actuated valves disposed in a chamber of a respective air spring.
15. The air management system of claim 1, wherein said -th leveling valve and said second leveling valve each comprise a cylindrical manifold, a valve member disposed in said manifold and in sliding engagement with an inner surface of said manifold, and an electronic actuator operatively coupled to said valve member;

wherein the manifold includes a plurality of openings disposed along a side surface of the manifold, and the electronic actuator is configured to actuate the valve member to slide along a longitudinal axis of the manifold to control exposure of the plurality of openings such that a respective leveling valve is configured to selectively (i) supply air to a respective pneumatic circuit, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross-flow between the th pneumatic circuit and the second pneumatic circuit.
A leveling valve of the type 16, , comprising:

an upper housing mounted on a lower housing to form a valve body, wherein the valve body defines a chamber extending between the upper housing and the lower housing;

the lower housing comprising a plurality of ports in communication with the chamber, wherein the plurality of ports comprise a gas supply port, a gas exhaust port, one or more spring ports, and a cross-flow port;

a control arm having an th end attached to a shaft extending through an upper surface of the upper housing, wherein the control arm is configured to rotate with respect to the valve body in response to expansion or compression of a vehicle suspension;

a rotary disk disposed in the chamber of the valve body and connected to the control arm by the shaft extending through the upper housing, wherein the rotary disk is configured to rotate with respect to a support element within the chamber of the valve body; and is

Wherein the rotary disk is configured to establish communication between the or more spring ports and the cross-flow port when communication is not established between the or more spring ports and the air supply port, nor between the or more spring ports and the air exhaust port.
17. The leveling valve of claim 16, wherein the lower housing comprises a dump port, wherein the cross flow port is disposed on a th side of the lower housing and the dump port is disposed on a second side of the lower housing opposite the th side.
18. The leveling valve of claim 16, wherein the control arm induces rotation of the rotating disk between a plurality of angular positions to alter communication between the supply gas port, the exhaust gas port, the or more spring ports and the cross-flow port, wherein the plurality of angular positions comprise (i) a neutral position wherein the or more spring ports are in pneumatic communication with the cross-flow port and neither the supply gas port nor the exhaust gas port is in pneumatic communication with the or more spring ports, (ii) a supply position wherein the or more spring ports are in pneumatic communication with the supply gas port and neither the exhaust gas port nor the cross-flow port is in pneumatic communication with the or more spring ports, and (iii) an exhaust position wherein the or more spring ports are in pneumatic communication with the exhaust gas port and neither the supply gas port nor the cross-flow port is in pneumatic communication with the or more spring ports.
19. The leveling valve of claim 18, wherein the lower housing comprises an th surface that mates with a lower surface of the upper housing, wherein the th surface defines a supply hole that is in direct communication with the gas supply port, a vent hole that is in direct communication with the vent port, and a reservoir chamber that is in direct communication with the or more spring ports.
20. The leveling valve of claim 19, wherein the rotating disk comprises a central aperture for receiving the shaft, a plurality of oblong slots, and cross flow grooves, wherein the plurality of oblong slots and cross flow grooves are spaced around the central aperture, wherein dead zones are defined therebetween and along an edge of the rotating disk.
21. The leveling valve of claim 20, wherein each oblong cavity is configured to at least partially cover the reservoir cavity of the lower housing and the cross-flow slot above is configured to cover a cross-flow hole of the lower housing when the rotating disk is set in the neutral position.
22. The leveling valve of claim 20, wherein the oblong slot is symmetrically spaced apart from a central axis extending along a face of the rotating disk and the cross flow groove covers the central axis.
23, a method for controlling stability of a vehicle, comprising:

providing an air management system comprising:

an pneumatic circuit having a leveling valve configured to independently adjust a height of a th side of the vehicle;

a second pneumatic circuit having a second leveling valve configured to independently adjust a height of a second side of the vehicle; and

a cross flow line connecting the leveling valve with the second leveling valve, establishing pneumatic communication between the th pneumatic circuit and the second pneumatic circuit through the leveling valve and the second leveling valve when the leveling valve does not independently adjust the height of the th side of the vehicle and the second leveling valve does not independently adjust the height of the second side of the vehicle.
24. The method of claim 23, wherein the leveling valve and the second leveling valve each comprise a housing and a control arm pivotably connected to a shaft extending through the housing, and the control arm is configured to pivot from a neutral position to one or more response positions.
25. The method of claim 24, further comprising:

establishing pneumatic communication between the pneumatic circuit and the second pneumatic circuit when the control arms of both the leveling valve and the second leveling valve are set in the neutral position by the leveling valve and the second leveling valve, and

preventing, by the leveling valve and the second leveling valve, pneumatic communication between the th pneumatic circuit and the second pneumatic circuit when the control arm of the of the leveling valve and the second leveling valve is set to the or more responsive positions.
26. The method of claim 23 wherein said pneumatic circuit includes a th set of air springs disposed on a side of the vehicle, a th supply tank, a th plurality of air lines pneumatically connecting said th set of air springs with said th leveling valve, and an th supply line pneumatically connecting said th leveling valve with said th supply tank, and

the second pneumatic circuit includes: a second set of air springs disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank.
27. The method of claim 26, wherein the -th and second pluralities of air lines have substantially the same diameter and length, and the -th and second supply lines have substantially the same diameter and length.
28. The method of claim 23, wherein the pneumatic circuit includes or more air springs and the second pneumatic circuit includes or more air springs, and

wherein the leveling valve and the second leveling valve are each electronically actuated valves disposed in a chamber of a respective air spring.
29. The method of claim 23, wherein the leveling valve and the second leveling valve each comprise a cylindrical manifold, a valve member disposed in the manifold and in sliding engagement with an inner surface of the manifold, and an electronic actuator operatively coupled to the valve member;

wherein the manifold includes a plurality of openings disposed along a side surface of the manifold, and the electronic actuator is configured to actuate the valve member to slide along a longitudinal axis of the manifold to control exposure of the plurality of openings such that a respective leveling valve is configured to selectively (i) supply air to a respective pneumatic circuit, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross-flow between the th pneumatic circuit and the second pneumatic circuit.
30, a method for adjusting air pressure of an air management system of a vehicle, the air management system including or more air supply tanks, a pneumatic circuit disposed on a side of the vehicle, and a second pneumatic circuit disposed on a second side of the vehicle, the method comprising:

independently adjusting the air pressure of the pneumatic circuit through an leveling valve such that the leveling valve supplies air from the or more supply tanks to the pneumatic circuit or removes air from the pneumatic circuit to atmosphere,

independently adjusting the air pressure of the second pneumatic circuit by a second leveling valve such that the second leveling valve supplies or removes air from the or more air supply boxes to or from the second pneumatic circuit to the atmosphere, and

establishing pneumatic communication between the pneumatic circuit and the second pneumatic circuit only when both the leveling valve and the second leveling valve are set in a neutral mode such that each leveling valve neither supplies air from the or more air supply tanks nor removes air to the atmosphere.
31. The method of claim 30, wherein each leveling valve comprises a housing body including an air supply port connected to the air supply tank, an exhaust port for exhausting air to the atmosphere, or more ports connected to or more air springs, and a cross-flow port connected to the other of the leveling valve or the second leveling valve.
32. The method of claim 31, wherein each leveling valve comprises a valve element disposed in a chamber of the housing body and an actuator configured to trigger movement of the valve element, wherein the valve element is configured to move between a plurality of positions to alter communication between the plurality of ports.
33. The method of claim 32, wherein the plurality of positions includes a neutral position establishing pneumatic communication between the th pneumatic circuit and the second pneumatic circuit, a supply position supplying air from the or more air supply tanks to respective pneumatic circuits, and an exhaust position removing air from the respective pneumatic circuits to the atmosphere.
34. The method of claim 32, wherein the valve element is selected from the group consisting of: plunger, rotary disk and poppet valve.
35. The method of claim 32, wherein the actuator is a control arm pivotably connected to a shaft extending through the housing body and the valve element is a rotating disk.
36. The method of claim 35, wherein the control arm is configured to pivot from a neutral position to or more responsive positions, and each leveling valve is set in the neutral mode when the control arm is set in the neutral position, and each leveling valve independently adjusts the air pressure of a respective pneumatic circuit when the control arm is set to the or more responsive positions.
37. The method of claim 32, wherein the actuator is an electronic actuator selected from the group consisting of: solenoids, servo motors, and stepper motors.
38. The method of claim 37, further comprising a control module in electrical communication with the electronic actuator of each leveling valve, wherein the control module is configured to transmit a command to each electronic actuator to trigger movement of the valve element between the plurality of positions.
39. The method of claim 38, further comprising or more leveling sensors, wherein each leveling sensor is configured to detect a vehicle height relative to an axle along a position of the vehicle and transmit the detected vehicle height to the control module as a vehicle leveling input, and the control module is configured to determine a vehicle height relative to the axle at the th and second sides of the vehicle based on the vehicle leveling input.
40. The method of claim 30 wherein said pneumatic circuit comprises a th set of air springs disposed on the side of the vehicle, a th plurality of air lines pneumatically connecting the th set of air springs with the th leveling valve, and an th supply line pneumatically connecting the th leveling valve with at least of the or more air supply tanks, and

the second pneumatic circuit includes a second set of air springs disposed on the second side of the vehicle, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with at least of the or more air supply tanks.
41. The method of claim 30, wherein the pneumatic circuit includes or more air springs and the second pneumatic circuit includes or more air springs, and

wherein the leveling valve and the second leveling valve are each electronically actuated valves disposed in a chamber of a respective air spring.
42, , a control unit associated with an air spring for an air management system of a vehicle, the control unit comprising:

a housing configured to mount to a top plate of the air spring, wherein the housing includes a valve chamber;

a valve disposed in the valve chamber, wherein the valve is configured to switch between a plurality of modes, comprising: (i) an active mode in which the valve independently adjusts the height of the associated air spring, and (ii) a neutral mode in which the valve establishes pneumatic communication between the associated air spring and a cross flow line connected to a second air spring of the air management system when the valve is not in the active mode;

one or more sensors configured to monitor at least conditions of the air spring and generate measurement signals indicative of the at least conditions of the air spring;

a communication interface configured to transmit and receive data signals to and from a second control unit associated with the second air spring of the air management system; and

a processing module operatively coupled to the valve, the one or more sensors, and the communication interface;

wherein the processing module is configured to (i) receive measurement signals from the one or more sensors and data signals from the communication interface, and (ii) actuate the valve to switch between the active mode and the neutral mode based on the received measurement signals from the one or more sensors and the data signals from the communication interface.
43. The control unit of claim 42, wherein the housing comprises:

an inlet port configured to receive a flow of air from an air source;

an outlet port configured to release air to the atmosphere;

a cross-flow port configured to connect to the cross-flow line to which the second air spring of a suspension system is connected; and

a transfer port configured to supply and release air to and from a chamber of the air spring,

wherein the valve chamber is connected to the inlet port, the outlet port, and the transfer port by a plurality of passages.
44. The control unit of claim 42, wherein the one or more sensors include an elevation sensor configured to monitor the elevation of the air spring and generate a signal indicative of the elevation of the air spring.
45. The control unit of claim 44, wherein the height sensor is an ultrasonic sensor, an infrared sensor, an electromagnetic wave sensor, or a potentiometer.
46. The control unit of claim 45, wherein the processing module is configured to consider a difference between a spring height of its associated air spring and a second spring height of the second air spring in determining to actuate the valve between the active mode and the neutral mode.
47. The control unit of claim 42, wherein the valve chamber, the valve, and the processing module are mounted below the top plate and disposed in the chamber of the air spring.
48. The control unit of claim 42, wherein the valve chamber, the valve, and the processing module are mounted above the top plate and disposed outside of the chamber of the air spring.
49. The control unit of claim 42, wherein the valve comprises a cylindrical manifold, a valve member disposed in the manifold and in sliding engagement with an inner surface of the manifold, and an electronic actuator operatively coupled to the valve member and the processing module;

wherein the manifold includes a plurality of openings disposed along a side surface of the manifold, and the electronic actuator is configured to actuate the valve member to slide along a longitudinal axis of the manifold to control exposure of the plurality of openings such that the valve switches between the active mode and the neutral mode.
An air management system for a vehicle of the type 50, , said air management system comprising:

an pneumatic circuit having or more air springs disposed at a side of the vehicle;

a second pneumatic circuit having or more air springs disposed on a second side of the vehicle, and

or a plurality of cross flow lines, wherein each cross flow line extends from an air spring associated with the pneumatic circuit to an air spring associated with the second pneumatic circuit;

wherein each air spring includes a control unit, and each control unit includes:

a housing configured to mount to a top plate of an associated air spring, wherein the housing includes a valve chamber;

a valve disposed in the valve chamber, wherein the valve is configured to switch between a plurality of modes, comprising: (i) an active mode in which the valve independently adjusts the height of the associated air spring, and (ii) a neutral mode in which the valve establishes pneumatic communication between the associated air spring and the respective cross flow line when the valve is not in the active mode;

one or more sensors configured to monitor at least conditions of the associated air spring and generate measurement signals indicative of the at least conditions of the associated air spring;

a communication interface configured to transmit data signals directly to and receive data signals directly from other control units associated with other air springs of a suspension system; and

a processing module operatively coupled to the valve, the one or more sensors, and the communication interface;

wherein the processing module is configured to (i) receive measurement signals from the one or more sensors and data signals from the communication interface, and (ii) actuate the valve to switch between the active mode and the neutral mode based on the received measurement signals from the one or more sensors and the data signals from the communication interface.
51. The air management system of claim 50, comprising a system controller in electrical communication with said communication interface of each control unit of said air management system, and

wherein the system controller is configured to: (i) receive a measurement signal from each control unit of the air management system, (ii) determine a desired volumetric flow rate for removing air from or supplying air to the chamber of each air spring of the air management system based on the received measurement signal, and (iii) transmit a command to each control unit of the air management system such that each control unit actuates its associated valve between the active mode and the neutral mode.
52. The air management system of claim 50, wherein said housing comprises:

an inlet port configured to receive a flow of air from an air source;

an outlet port configured to release air to the atmosphere;

a cross-flow port configured to connect to the cross-flow line of the second air spring to which the air management system is connected; and

a transfer port configured to supply and release air to and from a chamber of the air spring,

wherein the valve chamber is connected to the inlet port, the outlet port, and the transfer port by a plurality of passages.
53. The air management system of claim 51, wherein said valve chamber, said valve and said processing module are mounted below said top plate and disposed in said chamber of said air spring.
54. The air management system of claim 51, wherein said valve chamber, said valve, and said processing module are mounted above said top plate and disposed outside of said chamber of said air spring.
55, A method for controlling stability of a vehicle including an air management system, wherein the air management system includes a pneumatic circuit having or more air springs disposed at a side of the vehicle, a second pneumatic circuit having or more air springs disposed on a second side of the vehicle, and or more cross flow lines, wherein each cross flow line extends from an air spring associated with the pneumatic circuit to an air spring associated with the second pneumatic circuit, the method comprising:

monitoring the height and air pressure of the corresponding air spring through a height sensor and an air pressure sensor;

generating, by the height sensor and the air pressure sensor, signals indicative of the height and air pressure of the respective air spring;

receiving, by a processing module, the signals indicative of the height and air pressure of the respective air spring;

calculating, by the processing module, a height differential rate and a differential pressure dynamic rate of the respective air spring based on the received signals indicative of the height and air pressure of the respective air spring;

determining, by the processing module, whether to independently adjust the height and air pressure of the air spring, or to establish pneumatic communication between the air spring and a respective cross flow line; and

actuating, by the processing module, a valve to switch to of the modes, (i) an active mode in which the valve independently adjusts the height of the associated air spring, and (ii) a neutral mode in which the valve establishes pneumatic communication between the associated air spring and a respective cross flow line when the valve is not in the active mode;

wherein the height sensor, the processing module, and the valve are disposed in a chamber of the air spring.